JAXA Aeronautics Magazine

Aeronautical Technology Directorate 2017

No.15/16

Feature Stories At the stage of delivering tangible results that benefit society Challenge of the Next Generation Aeronautical Innovation Hub Center The aFJR (Advanced Fan Jet Research) project Taking aircraft engine development in a new direction JAXA Aeronautics Magazine

2017 No.15/16

3 Feature Story 1 At the stage of delivering tangible results that benefit society Challenge of the Next Generation Aeronautical Innovation Hub Center [Related technology] Tactical lightning avoidance technology

8 Feature Story 2 The aFJR (Advanced Fan Jet Research) project Taking aircraft engine development in a new direction [Related technology] The technologies of the aFJR Project

15 People Takeshi Fujiwara "Navigating activities for the certification of aviation equipment" Yasuhiro Mizobuchi "To glean insight from simulation results, you need to understand the fundamentals of combustion phenomena."

17 Sky Frontier Hydrogen-utilization technologies

18 Basic and fundamental technology FaSTAR-Move: Analyzing the airflow around moving/deforming objects Super-small turbofan engine technology

20 JAXA Aeronautics Symposium 2016 Cover Image: Inside the cylindrical launch tube of an impact resistance test device. A gelatin ball, injected at a high speed, advances through the launch tube and hits the target at the Leading edge exit of the launch tube. In the very center of the image is the test target, the leading edge (painted blue) of a CFRP fan blade prototype. A CFRP fan blade prototype

Published by: Aeronautical Technology Directorate, FLIGHT PATH No.15/16 Japan Aerospace Exploration Agency(JAXA) JAXA Aeronautics Magazine 7-44-1 Jindaiji Higashi-machi, Chofu-shi, Tokyo 182-8522 March 2017 Website: www.aero.jaxa.jp/eng/ [All rights reserved] The contents of JAXA aeronautics magazine “FLIGHT PATH” may not be reproduced or reprinted without prior permission from JAXA. For queries, please contact the JAXA Aeronautical Technology Directorate.

2 JAXA Aeronautics Magazine Bringing together diverse human resources and technologies from a broad variety of fields, JAXA’s Next Generation Aeronautical Innovation Hub Center transcends the boundaries of industry, academia, and government to fuel advances in aviation. Launched in FY2015, the Aeronautical Innovation Hub Center facilitates open innovation and is now starting to produce tangible results from its research activities. 2017 No.15/16 This article introduces the scope and progress of the research activities at the Aeronautical Innovation Hub Center through an interview with Shigeya Watanabe, Director of the Next Generation Aeronautical Innovation Hub Center. Shigeya Watanabe Feature Story Director 3 Feature Story 1 Next Generation Aeronautical Innovation Hub Center At the stage of delivering tangible results that benefit society Challenge of the Next Generation Aeronautical Innovation Hub Center Challenge of the Next Generation [Related technology] Tactical lightning avoidance technology Aeronautical Innovation Hub Center 8 Feature Story 2 The aFJR (Advanced Fan Jet Research) project At the stage of delivering tangible results that benefit society Taking aircraft engine development in a new direction

[Related technology] The technologies of the aFJR Project WEATHER-Eye: Preventing aircraft lightning, and volcanic ash. As for snow and ice, two what they’re looking for. Another driver is the planned accidents caused by weather phenomena research initiatives are underway. The first one is the “snow changes to the international regulations on the runway 15 People and ice monitoring sensor technology.” Snowy runways can surface condition assessment, measurement, and reporting, — Last year saw the launch of the WEATHER- cause overrun accidents, diversions, and flight cancellation. which are going to go into effect in November 2020. In Takeshi Fujiwara Eye Consortium, in which members work together to JAXA has been developing sensor technologies* that the conventional approach, the friction coefficient of a "Navigating activities for the certification of aviation equipment" develop feasible technologies for preventing aircraft enable the detection of runway snow and ice conditions in target runway is measured and then provided to passenger Yasuhiro Mizobuchi accidents and delays attributed to weather— real time through a partnership with a sensor manufacturer aircraft pilots, but the figures don’t always match the "To glean insight from simulation results, you need to understand the fundamentals of combustion phenomena." namely WEATHER-Eye (Weather-Endurance Aircraft and Kitami Institute of Technology. We are going to assess actual runway surface conditions when the pilots make Technology to Hold, Evade and Recover by Eye). How the performance of the technology in outdoor settings this their landings. That’s why there’s a need to classify runway does that line of research fit into the Aeronautical winter by embedding the sensor systems in the ground at surface conditions from a more comprehensive standpoint, 17 Sky Frontier Innovation Hub Center’s strategy? Kitami Institute of Technology in Hokkaido, Japan. one that includes snow and ice type, depth, ambient Hydrogen-utilization technologies Research and development activities at the Aeronautical — What about the scenario after the evaluation temperature, and other key indicators instead of just the Innovation Hub Center are managed under three basic policies: of performance? friction coefficient. The key is choosing the right types addressing themes that can benefit society and industry; Once the ground evaluation has demonstrated the of information to base that classification on. Our sensor 18 Basic and fundamental technology driving “open innovation” to create innovation through feasibility and effectiveness of the sensor technology, we’ll system can provide those types of data, which would help FaSTAR-Move: Analyzing the airflow around moving/deforming objects integrated R&D with cross-sectoral and multidisciplinary start receiving more detailed and specific demands from the MLIT set Japan-specific grading according to the new the prospective users: airlines, airports, and the Ministry international regulation. collaborations; and delivering high-impact results, eventually of Land, Infrastructure, Transport and Tourism (MLIT), for Super-small turbofan engine technology giving back to society through those outcomes. Accelerating R&D example. Users’ voices will help us improve technology The WEATHER-Eye Consortium perfectly fits with those to make further steps forward toward launching — What’s the other part of the research on snow 20 policies. The aeronautical Innovation Hub Center’s open JAXA Aeronautics Symposium 2016 demonstrations on public roads in FY2018 and, eventually, and ice? Cover Image: Inside the cylindrical launch tube of innovation framework helps incorporate a wider breadth on actual runways. Being able to work toward a common The other piece is an “airframe anti/de-icing technology.” an impact resistance test device. of knowledge from areas outside aeronautics, which brings goal with users means a lot. Although it might create some Icing degrades the overall performances of aircraft, A gelatin ball, injected at a high speed, advances about new ideas for better solutions in protecting aviation through the launch tube and hits the target at the Leading edge added pressure, having users on board in the consortium triggering causes of accidents. JAXA has been studying from weather disturbances. Plus, developed solutions make exit of the launch tube. In the very center of the allows us to gather valuable feedback and keep our a hybrid ice protection system that combines an ice- image is the test target, the leading edge (painted aircraft safer while safeguarding operational efficiency, which innovations on course for society-wide implementation. phobic coating and an electro-thermal heater. The initial blue) of a CFRP fan blade prototype. A CFRP fan blade prototype would make valuable contributions to society and industry. — Airlines must be excited about this technology, phase of the research was carried out under the EU-Japan — Specifically, which weather phenomena does which would help them greatly. framework project named JEDI-ACE (Japanese-European Published by: Aeronautical Technology Directorate, WEATHER-Eye Consortium deal with? FLIGHT PATH No.15/16 Japan Aerospace Exploration Agency(JAXA) They definitely are—and we’re determined to deliver De-Icing Aircraft Collaborative Exploration). Hoping to turn JAXA Aeronautics Magazine 7-44-1 Jindaiji Higashi-machi, Chofu-shi, Tokyo 182-8522 We’re focusing on technologies for ice and snow, Website: www.aero.jaxa.jp/eng/ March 2017 * A snow and ice monitoring sensor, which enables real-time monitoring of runway surface conditions such as snow accumulation and slipperiness; see FLIGHT PATH No. 11/12 for details. [All rights reserved] The contents of JAXA aeronautics magazine “FLIGHT PATH” may not be reproduced or reprinted without prior permission from JAXA. For queries, please contact the JAXA Aeronautical Technology Directorate.

2 3 that technology into a viable Japanese product, the second Our lightning-related efforts include two types of phase of the research on the hybrid icing-protection approaches. One is the “tactical lightning avoidance system is underway at the WEATHER-Eye Consortium. technology,” which makes it possible to detect lightning — How's the progress on the hybrid ice protection hazard area in advance, and the other is the “anti-lightning system? technology,” which mitigates the damage to airframes We’ve been working with Fuji Heavy Industries Ltd. to when they experience lightning strikes. develop ice-phobic coatings. Currently, we’re examining For “tactical lightning avoidance technology,” JAXA is The sensor is embedded here several types of the coatings that we’ve come up with collaborating with the Meteorological Research Institute respectively—the JAXA coating and the Fuji Heavy (MRI) to gather lightning-specific meteorological data Industries coating—by applying them on to the airframe from MRI’s weather radar and a lightning-monitoring of JAXA’s Hisho research aircraft. To monitor and check if systems. the coatings experience any deterioration due to sunlight The coastline along the Sea of Japan tends to experience exposure or the low-temperature and low-pressure “winter lightning,” while the Pacifi c coast sees considerable environments that characterize real flight conditions, the amounts of lightning in the summer. To accumulate experiment will continue throughout FY2018. Meanwhile, by a sizable amount of data, a series of meteorological The snow and ice monitoring sensor installed at Kitami Institute of the end of March 2017, we’re going to perform experiments observations is underway at several places prone to those Technology (Top: Construction in progress; Bottom: Installation site) on a small-scale hybrid system using the icing wind tunnel phenomena—at Shonai Airport (located on the Japan Sea at the Kanagawa Institute of Technology. Our plan for side) in the winters of 2016 and 2017, and at some places in got into discussions about the WEATHER-Eye Consortium the year 2017 also includes a performance evaluation of a the Kanto region in the summers of 2016 and 2017. and started seeing how important the issue was. For our prototype system using a larger icing wind tunnel in the In parallel, we are making collaborative efforts with fi rst step, we’re now looking into simulation technology to United States that can simulate conditions close to in-fl ight the MRI in developing software that uses algorithms to help elucidate what might happen inside the engine when atmospheric icing. As we continue gathering sets of data to detect lightning hazardous areas in advance to estimate it ingests volcanic ash. examine the feasibility of the technology, I’m confi dent that which kinds of meteorological conditions are likely to — It sounds like user needs are the driving we’ll be securely on our way toward a social contribution. I’m trigger lightning strikes to airplanes. If we can develop a forces behind the research at the WEATHER-Eye excited about the prospects. viable solution for forecasting lightning strikes, passenger Consortium. — That sounds like a fast-track eff ort. aircraft will be able to avoid hazardous areas more easily. That’s the distinctive feature of the WEATHER-Eye The “snow and ice monitoring sensors technology” and —How about research on volcanic ash? Consortium. Users obviously won’t be able to utilize “airframe anti/de-icing technology” are two of the fastest- Japan is home to numerous volcanoes, and airlines technologies or products that aren’t useful to them. That’s moving parts of the WEATHER-Eye Consortium. We’ll have are sensitive about volcanic eruptions because they can why we’re building our eff ort as much as possible around to do a lot more to deliver practical results to users ahead cause severe damage to aircraft and operations. Especially, real and practical needs. of international competitors. engines can suff er severe damage if they ingest too much — Do you think the WEATHER-Eye Consortium is volcanic ash, and, needless to say, the simplest and most The importance of understanding needs going to make a big impact? fundamental measure is to avoid volcanic clouds. There’d I believe so. I already see a positive effect of open — What about lightning? been very little research into volcanic ash at JAXA until we innovation. We’re charting a much straighter course toward

Conventional system Hybrid ice protection system

Secondary icing

Hot Ice-phobic air coating duct Electro-thermal Area applied with heater ice-phobic coating Supercooled Leading edge water droplets Heating area of the wing Ice protection via bleed air from the engine Ice-phobic coating area

Electric heater Heating area with electro-thermal heater n-board system configuration Air ow with water droplets

Preventing secondary icing with ice-phobic coating Electric heater-type ice protection

4 Applying a riblet coating to an actual-size aircraft mockup (joint research with Tokyo Metropolitan University; the red rectangle corresponds to the coating area)

Challenge of the Next Generation Aeronautical Innovation Hub Center that technology into a viable Japanese product, the second Our lightning-related efforts include two types of to situations where sudden gusts of wind create Considering what the center should do, I knew that phase of the research on the hybrid icing-protection approaches. One is the “tactical lightning avoidance increases in aerodynamic load. For our research, certification could be a great area to venture into. To boost system is underway at the WEATHER-Eye Consortium. technology,” which makes it possible to detect lightning we use optical fibers on the wing surface to overall sales and keep performance climbing, the Japanese — How's the progress on the hybrid ice protection hazard area in advance, and the other is the “anti-lightning determine the distribution of the deformation aircraft industry needs component manufacturers to system? technology,” which mitigates the damage to airframes that the wing experiences—and that process, expand their businesses. We’ve been working with Fuji Heavy Industries Ltd. to when they experience lightning strikes. once again, involves drawing on assistance from Forward-looking technologies in long- develop ice-phobic coatings. Currently, we’re examining For “tactical lightning avoidance technology,” JAXA is The sensor is embedded here social implementation than the path in a conventional R&D outside the aviation sector. Our open-innovation approach several types of the coatings that we’ve come up with collaborating with the Meteorological Research Institute approach in JAXA. has enabled us to work with a sensor manufacturer term R&D respectively—the JAXA coating and the Fuji Heavy (MRI) to gather lightning-specific meteorological data Eco-Wing technology: Reducing the that boasts expertise in what we’re looking for, thereby — What other kinds of research efforts are you Industries coating—by applying them on to the airframe from MRI’s weather radar and a lightning-monitoring burden on the environment facilitating the overall effort. hoping to see at the Aeronautical Innovation Hub of JAXA’s Hisho research aircraft. To monitor and check if systems. Technologies for aircraft component Center? the coatings experience any deterioration due to sunlight The coastline along the Sea of Japan tends to experience — What other research are you working on besides I want to keep tackling technologies with a focus on certification: A crucial area for the exposure or the low-temperature and low-pressure “winter lightning,” while the Pacific coast sees considerable WEATHER-Eye? the long-term future. Emission-free aircraft technology, environments that characterize real flight conditions, the amounts of lightning in the summer. To accumulate We have the “Eco-Wing” initiative, which focuses on Japanese aircraft industry for example, is something we might be able to do years experiment will continue throughout FY2018. Meanwhile, by a sizable amount of data, a series of meteorological The snow and ice monitoring sensor installed at Kitami Institute of developing aviation technologies that reduce aircraft’s —Another point we’d like to hear your thoughts and years down the road. Imagine the breakthrough the end of March 2017, we’re going to perform experiments observations is underway at several places prone to those Technology (Top: Construction in progress; Bottom: Installation site) environmental load by improving fuel efficiency, cutting on is your research for securing aircraft component that we could achieve if we succeeded in making aircraft on a small-scale hybrid system using the icing wind tunnel phenomena—at Shonai Airport (located on the Japan Sea down on CO2 emissions, and reducing noise levels. I think certification, an area where the Aeronautical completely electric and capable of running on renewable at the Kanagawa Institute of Technology. Our plan for side) in the winters of 2016 and 2017, and at some places in got into discussions about the WEATHER-Eye Consortium it’s the area where open innovation should play a major Innovation Hub Center seems to start devoting a lot energy—we’d have access to amazing, emission-free the year 2017 also includes a performance evaluation of a the Kanto region in the summers of 2016 and 2017. and started seeing how important the issue was. For our role in developing practical solutions. of energy. air transportation. For these kinds of forward-looking prototype system using a larger icing wind tunnel in the In parallel, we are making collaborative efforts with first step, we’re now looking into simulation technology to Here, let me introduce two research activities under Japanese aircraft component manufacturers boast initiatives with the potential for significant social impact, United States that can simulate conditions close to in-flight the MRI in developing software that uses algorithms to help elucidate what might happen inside the engine when the Eco-Wing initiative. The first one is our “Flight a wealth of sophisticated technologies, but getting we’re going to rely heavily on open innovation with players atmospheric icing. As we continue gathering sets of data to detect lightning hazardous areas in advance to estimate it ingests volcanic ash. Investigation of skiN friction-reducing Eco-coating (FINE).” their products into actual aircraft entails obtaining from other fields to get the cutting-edge technologies examine the feasibility of the technology, I’m confident that which kinds of meteorological conditions are likely to — It sounds like user needs are the driving Reducing air-induced skin friction on aircraft surfaces official certification—a step requiring an environment we’re looking for. Future-oriented technologies like we’ll be securely on our way toward a social contribution. I’m trigger lightning strikes to airplanes. If we can develop a forces behind the research at the WEATHER-Eye boosts fuel efficiency, and researchers have found that for certification that few small- and medium-sized emission-free aircraft are exactly what we envisioned excited about the prospects. viable solution for forecasting lightning strikes, passenger Consortium. there are several effective ways to do that: You can coat individual manufacturers have access to. For component when we made delivering “high-impact” results one of our — That sounds like a fast-track effort. aircraft will be able to avoid hazardous areas more easily. That’s the distinctive feature of the WEATHER-Eye the surface of an airframe with a “riblet” pattern of manufacturers, that’s a huge roadblock. To help companies three policies. The “snow and ice monitoring sensors technology” and —How about research on volcanic ash? Consortium. Users obviously won’t be able to utilize ultra-fine streamwise grooves, for example, or cover the clear that hurdle, we’re going to keep developing software — What are your hopes and goals for the future? “airframe anti/de-icing technology” are two of the fastest- Japan is home to numerous volcanoes, and airlines technologies or products that aren’t useful to them. That’s airframe with a sheet of such grooves. JAXA has studied libraries and other resources for companies to use on a It’s important for the Next Generation Aeronautical moving parts of the WEATHER-Eye Consortium. We’ll have are sensitive about volcanic eruptions because they can why we’re building our effort as much as possible around the riblet height and angle, investigated optimal riblet shared, common basis. The challenges of the certification Innovation Hub Center to produce a steady stream of to do a lot more to deliver practical results to users ahead cause severe damage to aircraft and operations. Especially, real and practical needs. configurations, and even applied for a patent. The big process go beyond technological resources, too: It’s hard tangible output, in particular, from FY2016 onward. As of international competitors. engines can suffer severe damage if they ingest too much — Do you think the WEATHER-Eye Consortium is issue for realizing the riblet is that knowing the ideal riblet to navigate all the complicated procedures without a solid we start producing tangible results, I’m sure we’ll start volcanic ash, and, needless to say, the simplest and most configuration doesn’t do much good if you can’t actually base of experience. By working together with component seeing new needs emerge. Likewise, as we bring in new The importance of understanding needs going to make a big impact? fundamental measure is to avoid volcanic clouds. There’d I believe so. I already see a positive effect of open apply it on an airframe—a step that requires the help of manufacturers, pooling together valuable experience, technologies from other fields, we’ll be able to do things — What about lightning? been very little research into volcanic ash at JAXA until we innovation. We’re charting a much straighter course toward a specialist in coating methods. That’s where the open- and sharing that insight with members of the component we’ve never been able to do. We at the Aeronautical innovation approach of the Aeronautical Innovation Hub manufacturer community in Japan, JAXA can lower the Innovation Hub Center can really make a real difference if Center comes in, making it easier to get over that barrier threshold to successful certification. we keep those types of activities growing—and producing and create real, practical solutions for society at large. We —And that’s JAXA’s responsibility. results that benefit the world. That’s the kind of positive, Conventional system Hybrid ice protection system want to give manufacturers and users tangible results as Yes—and it’s something that the Aeronautical virtuous cycle we’re aiming for. fast as we can, so our plan for 2017 and 2018 is to use the Innovation Hub Center allows us to do. The certification Secondary icing eco-coating on "Hisho" and get some flight data on the process hadn’t been a part of JAXA’s research agenda http://www.aero.jaxa.jp/eng/

Hot Ice-phobic drag reductions. until the Aeronautical Innovation Hub Center took shape. about/hub/index.html air coating duct Electro-thermal Area applied with The other research that can really benefit from open heater ice-phobic coating Supercooled innovation is our “High performance Optical fiber sensor water droplets Leading edge Heating area flight Tests for AirpLane Wing (HOTALW),” which centers on Airlines Manufacturers Universities of the wing technology for measuring aircraft wing deformation. We All Nippon Airways Co., Ltd. Fuji Heavy Industries Ltd. Kanagawa Institute of Technology Ice protection via bleed air JAL Engineering Co., Ltd. Nihon Tokushu Toryo Co., Ltd. Kansai University from the engine Ice-phobic just completed our first HOTALW flight test in November Japan Airlines Co., Ltd. Sentencia Corporation Kitami Institute of Technology coating area 2016, actually. Aircraft wings have to be designed under a Nagoya University National Composites Center delicate balancing methodology: A wing naturally bends Osaka University Electric heater Heating area with Public research institutions Tokyo University of Agriculture and Technology electro-thermal due to aerodynamic force, but erring on the side of caution heater Civil Engineering Research Institute for Cold Region(CERI) Tokyo University of Science n-board system configuration and making the wing too strong can lead to increased Japan Aerospace Exploration Agency(JAXA) University of Tokyo Air ow with water droplets weight and inefficient fuel usage. To design the optimal Meteorological Research Institute(MRI) Yamagata University wing, then, manufacturers need to have a good grasp of Preventing secondary icing with 18 member organizations of the WEATHER-Eye Consortium ice-phobic coating Electric heater-type ice protection how much the wing deforms. That knowledge makes it (6 companies, 3 research institutions, and 9 universities) possible to develop thin, light wings capable of adapting

4 5 Improving air safety with open innovation approach The WEATHER-Eye Consortium By incorporating diverse knowledge and insights across disciplines and sectors, the WEATHER-Eye Consortium aims at developing integrated and practical solutions to protect aircraft from weather issues such as snow, ice, lightning, and volcanic ash.

Protecting aircraft from special weather conditions The WEATHER-Eye Open Forum

JAXA promotes open innovation, encouraging the flexible use of knowledge from The Consortium presented its future vision at the “1st WEATHER-Eye Open Forum: outside the aeronautics field to tackle research themes at the Next Generation Aeronautical Protecting aviation from special weather conditions (snow, ice, lightning, and volcanic Innovation Hub Center. An example of JAXA’s strategic approach to open innovation is the ash),” held at the University of Tokyo’s Takeda Hall on September 27, 2016. WEATHER-Eye technology. Comprising of two parts, the Open Forum aimed to help identifying new partners for Aircraft accidents often involve weather-related factors, including sudden airflow aiding in the problem-solving process and locating latent and more diverse user needs. changes like wind shear and microbursts. Meteorological conditions have a substantial The first part introduced the WEATHER-Eye Consortium’s vision and addressed the impact on aircraft operating efficiency, as well: Airframe icing can result in delayed expectations of user representatives from the public and private sectors. Norio Okada from takeoffs, while runway snow can cause cancellations and diversions. Lightning strikes the Japan Civil Aviation Bureau explored the possible benefits from the regulatory side, also cause more damage to composite airframes than conventional metallic airframes, speaking on behalf of Japan’s civil aviation authority, while Masami Ichikawa from the requiring longer repair times to fix. Minimizing and avoiding the effects of weather Japan Airlines Co., Ltd. addressed weather-related technologies from a pilot’s perspective. would thus not only enhance aircraft safety but also improve overall aircraft operational The second part included a series of presentations that introduced ongoing research efforts efficiency. to develop solutions corresponding to various weather-related factors (see below). To enable an integral and open approach in developing the WEATHER-Eye technology, The Open Forum successfully drew even wider attention from various fields, including the WEATHER-Eye Consortium was launched on January 15, 2016, upon the agreement of information, communications, architecture, engineering, and electricity. The ideas 18 member organizations. exchanged at the Open Forum will be incorporated into the discussion at the WEATHER-Eye Consortium to create even better outcomes that benefit both industry and society at large. Creating a shared vision to work toward a common goal The WEATHER-Eye Open Forum: lectures and presentations The WEATHER-Eye Consortium brings together a wide variety of knowledge and ideas ■ Preventing overrun accidents caused by snow accumulation across fields and sectors, including airlines, manufacturers, weather-related organizations, Hirokazu Ohmae (Sentencia Corporation) and civil engineering institutions. To share the same vision for the future, the Consortium ■ Ensuring safety through icing-prevention measures has compiled a list of problems that occur under special weather conditions, evaluated the Takeshi Yoshida (Fuji Heavy Industries Ltd. Aerospace Company) corresponding risks, and used the results to lay out key themes (see the Table below). The ■ Preventing accidents caused by turbulence members have also formulated a road map for short-term (3- to 5-year), medium-term Naoki Matayoshi (JAXA Aeronautical Technology Directorate) (10-year) and long-term (roughly 20-year) goals, moving from technological development ■ Mitigating the risks of lightning strikes in the near future to technological demonstration and, ultimately, social implementation. Ken’ichi Kusunoki (Meteorological Research Institute of the Japan Meteorological Agency) Through the process, the members have also reaffirmed that efforts to develop the ■ Safeguarding against airframe damage caused by lightning strikes WEATHER-Eye technology will be instrumental in helping Japan’s aircraft-related industries Tomohiro Yokozeki (The University of Tokyo School of Engineering) sharpen their competitive edges. ■ Protecting engines from ingesting debris (ice crystals, volcanic ash, and more) Shigeru Tachibana (JAXA Aeronautical Technology Directorate)

Key themes for the WEATHER-Eye Consortium Phenomenon Resulting problems Runway snow/ice Flight cancellations and overrun accidents, etc. Airframe icing Loss of lift and increased fuel consumption, etc. Turbulence Reduced flight control, etc. Low-level wind shear Reduced flight control, etc. Lightning strikes Structural damage, etc. Ice crystal ingestion Sensor malfunctions and loss of thrust, etc. Supercooled water droplet ingestion Internal damage and loss of thrust, etc. Fog Flight delays and cancellations, etc. Attended by 184 participants from a diverse mix of fields, the WEATHER-Eye Open Forum stimulated lively discussions Cosmic rays Disabled equipment, etc. among presenters and participants.

6 Multi-sensor observation Improving air safety with open innovation approach Feature Story Related Technology The WEATHER-Eye Consortium Technology for detecting lightning-hazard areas and estimating potential risks By incorporating diverse knowledge and insights across disciplines and sectors, the WEATHER-Eye Consortium aims at developing Tactical lightning integrated and practical solutions to protect aircraft from weather issues such as snow, ice, lightning, and volcanic ash. avoidance technology JAXA’s research on tactical lightning avoidance technology focuses primarily on Taking-off aircraft anding aircraft feasibility studies of an airport-based support system that provides taking-off or Path selection Path selection Protecting aircraft from special weather conditions The WEATHER-Eye Open Forum landing aircraft with lightning avoidance information. Eiichi Yoshikawa, researcher at Timing decision Timing decision Holding-area selection the Next Generation Aeronautical Innovation Hub Center, provides an overview and ightning risk estimation JAXA promotes open innovation, encouraging the flexible use of knowledge from The Consortium presented its future vision at the “1st WEATHER-Eye Open Forum: discusses the challenges of the tactical lightning avoidance technology, which forms a Integrated data processing/ outside the aeronautics field to tackle research themes at the Next Generation Aeronautical Protecting aviation from special weather conditions (snow, ice, lightning, and volcanic part of the WEATHER-Eye initiative. information transmission Innovation Hub Center. An example of JAXA’s strategic approach to open innovation is the ash),” held at the University of Tokyo’s Takeda Hall on September 27, 2016. WEATHER-Eye technology. Comprising of two parts, the Open Forum aimed to help identifying new partners for Aircraft accidents often involve weather-related factors, including sudden airflow aiding in the problem-solving process and locating latent and more diverse user needs. How lightning a ects aircraft operations through FY2015, JAXA has long been gathering input on users a clear, intuitive picture of potential lightning hotspots changes like wind shear and microbursts. Meteorological conditions have a substantial The first part introduced the WEATHER-Eye Consortium’s vision and addressed the Everyone knows what lightning looks and feels like: a ash aircraft lightning strikes from relevant parties such as airlines, without the need for any special technical knowledge. impact on aircraft operating efficiency, as well: Airframe icing can result in delayed expectations of user representatives from the public and private sectors. Norio Okada from of light bolts through the sky as a rumble of thunder rattles the manufacturers, universities, other research institutes, the Re ning Japan's unique technology takeoffs, while runway snow can cause cancellations and diversions. Lightning strikes the Japan Civil Aviation Bureau explored the possible benefits from the regulatory side, air. A bolt of lightning is more than just a visual and aural jolt, Ministry of Land, Infrastructure, Transport and Tourism Civil In Japanese, lightning also goes by the name of inazuma, however—the energy of a lightning strike is also powerful Aviation Bureau, the Japan Meteorological Agency, and a kanji compound that contains the character for “rice plant” also cause more damage to composite airframes than conventional metallic airframes, speaking on behalf of Japan’s civil aviation authority, while Masami Ichikawa from the enough to split a tree in two. Lightning is an electrical discharge other sources. To turn that base of knowledge into a tangible (ina). The word is said to be derived from the fact that lightning requiring longer repair times to fix. Minimizing and avoiding the effects of weather Japan Airlines Co., Ltd. addressed weather-related technologies from a pilot’s perspective. phenomenon that occurs because of an electric potential technology, JAXA has decided to launch a research initiative is most common during the period when rice plants are in would thus not only enhance aircraft safety but also improve overall aircraft operational The second part included a series of presentations that introduced ongoing research efforts difference. When ice particles in a cloud (hail and crystals) named “tactical lightning avoidance technology” beginning bloom (summer to fall), but lightning can occur during other efficiency. to develop solutions corresponding to various weather-related factors (see below). collide, those particles are electrically charged, and the cloud in FY2017. With this initiative, we are going to develop an seasons. “Winter lightning,” for example, is a relatively rare To enable an integral and open approach in developing the WEATHER-Eye technology, The Open Forum successfully drew even wider attention from various fields, including takes on positive and negative charges. When the charge airport-based support system that detects lightning-hazard phenomenon that occurs in just two areas in the entire world: the WEATHER-Eye Consortium was launched on January 15, 2016, upon the agreement of information, communications, architecture, engineering, and electricity. The ideas amount exceeds a certain threshold, a lightning discharge areas and estimates potential risks. the Sea of Japan coastline and a portion of the Norwegian occurs. Although most people probably assume that a bolt of The tactical lightning avoidance technology is based coastline. Bursting with energy 20 to 100 times more powerful 18 member organizations. exchanged at the Open Forum will be incorporated into the discussion at the WEATHER-Eye lightning always extends downward from a cloud until it reaches on a three-party collaboration of JAXA, the Meteorological than normal summer lightning, winter lightning is thus a much Consortium to create even better outcomes that benefit both industry and society at large. the ground, most lightning occurs entirely inside clouds—and Research Institute (MRI), and the Electronic Navigation more potent threat to aircraft. That makes the ability to locate Creating a shared vision to work toward a common goal some can even strike airplanes. Research Institute (ENRI). The MRI o ers high-level knowledge lightning-prone areas particularly important in locations where The WEATHER-Eye Open Forum: lectures and presentations An aircraft in the en-route phase can easily adjust its ight pertaining to atmospheric phenomena of all kinds, including winter lightning occurs; as Yoshikawa explains, “JAXA’s lightning The WEATHER-Eye Consortium brings together a wide variety of knowledge and ideas ■ Preventing overrun accidents caused by snow accumulation path to keep su cient distance from thunder clouds and avoid lightning discharge. What JAXA brings to the table, meanwhile, detection system would definitely be a big help for airports across fields and sectors, including airlines, manufacturers, weather-related organizations, Hirokazu Ohmae (Sentencia Corporation) lightning strikes. Even if the aircraft suffers a lightning strike, is its expertise in evaluating how discharge phenomena a ect along the Sea of Japan.” and civil engineering institutions. To share the same vision for the future, the Consortium ■ Ensuring safety through icing-prevention measures the event almost never causes a fatal accident because aircraft airframes and flight. Completing the collaborative structure Although researchers abroad are also working on tactical are designed and built with strict certifications for lightning is ENRI, which is adept at assessing the e ects of weather on weather support, most of the projects focus on detecting rain has compiled a list of problems that occur under special weather conditions, evaluated the Takeshi Yoshida (Fuji Heavy Industries Ltd. Aerospace Company) endurance—but the phenomenon can be more challenging to aircraft operations. By gathering their resources, the three and clouds (for storms)—not the occurrence of lightning itself. ■ corresponding risks, and used the results to lay out key themes (see the Table below). The Preventing accidents caused by turbulence deal with in other phases. “It’s harder to avoid thunderstorms partners have what it takes to address the issue of aircraft Even if the aircraft avoids cumulonimbus clouds, it can still members have also formulated a road map for short-term (3- to 5-year), medium-term Naoki Matayoshi (JAXA Aeronautical Technology Directorate) during takeoff and landing phases, first of all,” Yoshikawa lightning strikes from a comprehensive, integrated standpoint. experience lightning strikes. Researchers are already aware (10-year) and long-term (roughly 20-year) goals, moving from technological development ■ Mitigating the risks of lightning strikes explains. “Even though a lightning strike may never be the direct JAXA is planning to expand the collaborative arrangement that aircraft-initiated lightning is a frequent occurrence—and in the near future to technological demonstration and, ultimately, social implementation. Ken’ichi Kusunoki (Meteorological Research Institute of the Japan Meteorological Agency) cause of an accident, the resulting damage still creates the need beyond the MRI and ENRI, as well, intending to get multiple JAXA’s efforts will have to take those types of conditions into Through the process, the members have also reaffirmed that efforts to develop the ■ Safeguarding against airframe damage caused by lightning strikes for repairs that can hamper aircraft operations.” universities on board as the project moves forward. For careful consideration. The process of gathering massive volumes Until very recently, research on the relationships between FY2017, the plan is to determine the feasibility of the target of data, analyzing the  ndings, and building a reliable system WEATHER-Eye technology will be instrumental in helping Japan’s aircraft-related industries Tomohiro Yokozeki (The University of Tokyo School of Engineering) lightning and aircraft attracted minimal attention among the technologies. Although the research effort is just getting off will obviously be a challenge. If we can clear those hurdles sharpen their competitive edges. ■ Protecting engines from ingesting debris (ice crystals, volcanic ash, and more) global community. Not only did observation equipment lack the ground, the ultimate goal is clear: create a system that and develop feasible results, we will be able to showcase and Shigeru Tachibana (JAXA Aeronautical Technology Directorate) the high-resolution capabilities to gather detailed readings integrates a wide variety of meteorological data, displays cultivate the technology as a unique Japanese achievement. of thunderclouds, but the fact that lightning never directly lightning information on a map-based interface, and gives Key themes for the WEATHER-Eye Consortium triggered a signi cant incident in civil aviation relegated the Phenomenon Resulting problems phenomenon to a relatively low profile in research circles. Probability Impact Risk However, the circumstances have been changing along with Runway snow/ice Flight cancellations and overrun accidents, etc. the increase in the use of composite materials in aircraft. A Airframe icing Loss of lift and increased fuel consumption, etc. lightning strike can have a powerful impact on composite Turbulence Reduced flight control, etc. materials, making the repair process much more time- Low-level wind shear Reduced flight control, etc. consuming for a composite material-based aircraft than it is for a standard metallic unit. To ensure efficient operations, Lightning strikes Structural damage, etc. aircraft need to avoid lightning strikes wherever possible. Ice crystal ingestion Sensor malfunctions and loss of thrust, etc. Collaboration beyond aeronautics Supercooled water droplet ingestion Internal damage and loss of thrust, etc. JAXA has been addressing aviation weather information Fog Flight delays and cancellations, etc. technology. Although lighting has not been part of past Attended by 184 participants from a diverse mix of fields, the WEATHER-Eye Open Forum stimulated lively discussions research initiatives such as the DREAMS Project, which ran A conceptualization of the lightning weather information interface; “impact” refers to the potential intensity of a lightning strike or potential damage to the aircraft. Cosmic rays Disabled equipment, etc. among presenters and participants.

6 JAXA’s aFJR (Advanced Fan Jet Research) project is about to deliver tangible results for both the fan and low pressure turbine components as the team gears up with industry players for its final demonstration tests in FY2017. This article introduces a special talk on the latest project progress.

Special talk Kuniyuki Imanari Toshio Nishizawa IHI Corporation JAXA

Feature Story Kuniyuki Imanari (IHI) (Left), stands with Toshio Nishizawa(JAXA) (Right) in front of the RJ500 engine The aFJR (Advanced Fan Jet Research) project Taking aircraft engine development in a new direction

Japan’s high-bypass-ratio engine Nishizawa: That’s a pretty amazing number, isn’t it? The luck would’ve ever come around. development began with the FJR710 V2500 hit the market in the late 1980s, which means that — So the team wasn’t actually aiming to — Let’s take a look back at how jet-engine it took about 20 years to develop after the FJR710 project install the FJR710 on Asuka? development evolved up to the aFJR project. Was got going in 1971. Nishizawa: Not as far as I know. The FJR710 was a MITI the FJR710 the first step? Imanari: That’s generally how it goes in the aircraft project, but Asuka was an initiative at the Science and Nishizawa: It was. The FJR710 was a project by METI, engine world. You normally have to put 20 years of Technology Agency—an NAL-led effort. The Asuka team the Ministry of Economy, Trade and Industry (then MITI, R&D into a project before it produces an actual engine. probably had other engine options, I imagine, but they the Ministry of International Trade and Industry), and it Technological development starts to hit full gear about ended up installing the FJR710 and using it for flight marked Japan’s first foray into developing high-bypass- 10 years into the project, with engine development only demonstrations. That was a big step for Japanese engine ratio engines. The government invested a substantial getting off the ground about 15 years after the launch of development. budget into the project, which produced an engine that initial research. Basically, you need to have good, viable The advent of we eventually installed on the “Asuka”*1 experimental technology—something that people can see promise supercomputer-based simulations STOL aircraft for flight tests. Through these initiatives, in—a decade in advance. To get to the point where you — JAXA continued to press forward with many engine-testing facilities were built at JAXA (then the have advanced, globally competitive technologies a full research on the METI-led HYPR and ESPR engines NAL), and the engine industry really started to grow. The 10 years before the final product takes shape, you have to projects for supersonic transport. Did the FJR710 FJR710 paved the way for Japanese manufacturers to get get the research process started 20 years out. That gives development initiative have an impact on those involved in the international project to develop the V2500. you enough time to push things far enough forward and efforts? Imanari: The V2500 is nearing the end of its run, with a new steer the project through any complications. Nishizawa: The HYPR and ESPR engines look different engine model set to take its place, but it had an impressive, Nishizawa: I don’t know how clearly the FJR710 team from the FJR710 because of their different target speeds best-selling track record with sales of over 7,000 units. was envisioning the V2500 market when the project got (Mach 5 and Mach 3, respectively), but they both utilize started, but one thing’s for sure: The timing was great. technologies that came out of the FJR710 project. When Imanari: After the FJR710 performed extremely well work began on the HYPR and ESPR, JAXA was just getting during its test operations in the UK, Rolls-Royce came started with supercomputer-based engine simulation— forward with an offer to work on the engine together. something that didn’t exist during the FJR710 initiative. That laid the groundwork for the RJ500 project, which I think the HYPR and ESPR came along right around later expanded to include collaborators in five countries the time when simulations were occupying bigger and and become the V2500 development project. Once the bigger roles in what we were doing. V2500 was ready, Airbus signed on to install the engine. Imanari: Around the time of the HYPR project, we were Japan was lucky to be part of that joint-development actually working under joint-development arrangements initiative—and without the FJR710, I don’t think that with some foreign manufacturers. When they saw the

Kuniyuki Imanari Deputy Division Director Research & Engineering Division Aero-Engine & Space Operations *1 A short take-off and landing (STOL) experimental aircraft developed based on the C-1 transport 8 IHI Corporation aircraft; equipped with four FJR710 engines, the aircraft completed 97 flight tests from 1985 to 1989. The history of JAXA’s aircraft engine development 2010

JAXA’s aFJR (Advanced Fan Jet Research) project is 2000 calculations from the NAL supercomputer, which we about to deliver tangible results for both the fan and aFJR project were using at the time, they couldn’t believe how fast we Asuka, 1990 the experimental low pressure turbine components as the team gears were coming up with our results. Those manufacturers STOL aircraft up with industry players for its final demonstration were world-class firms, too—and even they couldn’t HYPR project ESPR project 1980 tests in FY2017. This article introduces a special talk keep up. Japan was a cut above the rest when it came to computational fl uid dynamics (CFD). V2500 engine on the latest project progress. Image: JAEC Nishizawa: At the time, the NAL supercomputer was 1970

Special talk consistently at the top of the world benchmark rankings. That resource gave researchers what they needed to do The FJR710 jet engine, Kuniyuki Imanari Toshio Nishizawa developed as Japan’s rst-ever turbo fan engine IHI Corporation JAXA some really challenging, high-level work. Imanari: We’re still using JAXA’s CFD software for our design efforts. The low-pressure compressor for the low-pressure system at the heart of the aFJR initiative, to focus on composite materials: carbon fi ber-reinforced successor to the V2500 engine was one example. In for example, wouldn’t have been possible without the plastics (CFRP) for fans and ceramic matrix composites the new “geared turbofan” engine type, there’s a fan and simulation technologies that came out of the (CMC)*2 for low-pressure turbines. Another component Feature Story reduction gear between the fan blades and the low- eco-engine project. That basis let us take the next step that we wanted to concentrate on was the metal “disk,” Kuniyuki Imanari (IHI) (Left), stands with Toshio Nishizawa(JAXA) (Right) pressure compressor. To make sure that the gear in the forward—and that’s a pattern of progress that depends the circular part that supports the fan blades. Developing in front of the RJ500 engine engine moves smoothly, you have to supply and drain on programs for passing technologies along. a good disk requires solid all-around technological oil through the frame. The lubricant—hot oil—flows Today’s R&D make tomorrow’s aircraft capabilities, especially considering that fan disk failures The aFJR (Advanced Fan Jet Research) project through the frame near the compressor’s upstream engines possible can cause serious problems. When we were working on sector. In designing the engine, we needed to fi gure out — Why is JAXA working on the aFJR project the V2500, we didn’t have the kind of technical prowess how the heat transfer from the frame to the mainstream now? we needed. That shortcoming got to me, I guess; I knew Taking aircraft engine development in a new direction would affect engine performance. That’s where JAXA’s Nishizawa: We’re targeting a small-sized aircraft for I wouldn’t feel comfortable until we could do the job technology came in, allowing us to simulate the 150-passengers—a type that has a big share of today’s right ourselves. Then this project came along, giving us Japan’s high-bypass-ratio engine Nishizawa: That’s a pretty amazing number, isn’t it? The luck would’ve ever come around. conditions and do a quantitative assessment of the aircraft market. We estimate that airlines are going to be the perfect opportunity to get where we had to be to development began with the FJR710 V2500 hit the market in the late 1980s, which means that — So the team wasn’t actually aiming to resulting impact. Without that capability, the process switching over to new fl eets between 2025 and 2030. For design and manufacture the metal disks on our own. — Let’s take a look back at how jet-engine it took about 20 years to develop after the FJR710 project install the FJR710 on Asuka? would’ve been much more challenging. Japan to develop competitive technologies in the run- By focusing on composite materials and integrating development evolved up to the aFJR project. Was got going in 1971. Nishizawa: Not as far as I know. The FJR710 was a MITI Nishizawa: Simulation technology is extremely valuable up to that transition, we fi gured that we’d have to launch things like aerodynamic, structural, and noise-reduction the FJR710 the first step? Imanari: That’s generally how it goes in the aircraft project, but Asuka was an initiative at the Science and when you’re dealing with special conditions that make the eff ort now. As we got talking with manufacturers, we technologies, we wanted to put ourselves in position to Nishizawa: It was. The FJR710 was a project by METI, engine world. You normally have to put 20 years of Technology Agency—an NAL-led effort. The Asuka team element tests hard to do. identified some target technology areas: low-pressure make our fan modules more competitive in the market. the Ministry of Economy, Trade and Industry (then MITI, R&D into a project before it produces an actual engine. probably had other engine options, I imagine, but they — The eco-engine research project came along system consisted of fans and low-pressure turbines. Our — It’s important project for IHI. the Ministry of International Trade and Industry), and it Technological development starts to hit full gear about ended up installing the FJR710 and using it for flight after that. meetings with different players in the manufacturing Imanari: It is. Increasing the high bypass ratio leads marked Japan’s first foray into developing high-bypass- 10 years into the project, with engine development only demonstrations. That was a big step for Japanese engine Imanari: The eco-engine was another METI project industry helped us identify solid candidates and narrow to a larger fan diameter in a turbofan engine, but ratio engines. The government invested a substantial getting off the ground about 15 years after the launch of development. where manufacturers got to pursue their own ideas for the fi eld down to a smaller group of research elements. it also adds to the overall weight. That makes CFRP, budget into the project, which produced an engine that initial research. Basically, you need to have good, viable The advent of different parts. For the combustor, though, there were — Does JAXA’s approach fit with the market which boasts impressive strength levels in lightweight 1 we eventually installed on the “Asuka”* experimental technology—something that people can see promise supercomputer-based simulations three companies vying for the spot. We had to make outlook from a manufacturer’s point of view? configurations, an ideal material. Composite materials STOL aircraft for flight tests. Through these initiatives, in—a decade in advance. To get to the point where you — JAXA continued to press forward with a competitive proposal, and we decided to use JAXA Imanari: It sounds about right to me, yes. Assuming are where IHI excels—we successfully used composite many engine-testing facilities were built at JAXA (then the have advanced, globally competitive technologies a full research on the METI-led HYPR and ESPR engines facilities for our testing procedures. When I think back that the transition is going to happen between 2025 materials for the fan exit structural guide vane and fan casing NAL), and the engine industry really started to grow. The 10 years before the final product takes shape, you have to projects for supersonic transport. Did the FJR710 about the connections between IHI and JAXA during the and 2030, you’d need to give yourself 10 years for front of the PW1100G-JM engine, an achievement that put us in FJR710 paved the way for Japanese manufacturers to get get the research process started 20 years out. That gives development initiative have an impact on those eco-engine project, that’s what I remember most. loading—which would mean starting now. Low- charge of designing and manufacturing those components. involved in the international project to develop the V2500. you enough time to push things far enough forward and efforts? Nishizawa: The project didn’t produce an actual pressure systems are IHI’s biggest strong suit at the The fan blades are still metallic, and that just gives IHI Imanari: The V2500 is nearing the end of its run, with a new steer the project through any complications. Nishizawa: The HYPR and ESPR engines look different engine in the end, but it was instrumental in bringing moment, so we started thinking about how to get a another target to shoot for. We’ve got our sights set on engine model set to take its place, but it had an impressive, Nishizawa: I don’t know how clearly the FJR710 team from the FJR710 because of their different target speeds existing technologies into the new millennium. The competitive edge in that arena. We eventually decided making CFRP blades a reality as soon as we can. That last best-selling track record with sales of over 7,000 units. was envisioning the V2500 market when the project got (Mach 5 and Mach 3, respectively), but they both utilize started, but one thing’s for sure: The timing was great. technologies that came out of the FJR710 project. When An overview of the aFJR project Imanari: After the FJR710 performed extremely well work began on the HYPR and ESPR, JAXA was just getting Global warming, the depletion of oil reserves, and other problems have led to stricter global environmental standards during its test operations in the UK, Rolls-Royce came started with supercomputer-based engine simulation— in many fields, and the aviation sector is no exception. Aircraft engines, for example, now need to deliver improved fuel forward with an offer to work on the engine together. something that didn’t exist during the FJR710 initiative. effi ciency, reduce CO2 and NOx emissions, and limit engine noise levels. Through the development of next-generation engine That laid the groundwork for the RJ500 project, which I think the HYPR and ESPR came along right around technologies, JAXA is aiming to help reduce the environmental impact of future aircraft—and the aFJR project is one part of later expanded to include collaborators in five countries the time when simulations were occupying bigger and that mission. The goal of the aFJR project is to develop and demonstrate technologies that can enhance the environmental compatibility of and become the V2500 development project. Once the bigger roles in what we were doing. fans and low-pressure turbines. Japanese manufacturers have extensive experience in these two components. The team will V2500 was ready, Airbus signed on to install the engine. Imanari: Around the time of the HYPR project, we were aim for a technical level that can help Japan spearhead the design portions of joint international development projects for Japan was lucky to be part of that joint-development actually working under joint-development arrangements next-generation aircraft engines. To achieve that goal, the aFJR project is a collaborative eff ort, with IHI as an industry player initiative—and without the FJR710, I don’t think that with some foreign manufacturers. When they saw the and universities from academia playing important roles.

Kuniyuki Imanari Deputy Division Director Toshio Nishizawa Research & Engineering Division Project Manager Aero-Engine & Space Operations *1 A short take-off and landing (STOL) experimental aircraft developed based on the C-1 transport *2 Lighter than metal, resistant to heat, and resistant to oxidation, CMC material also includes aFJR Project Team 8 IHI Corporation aircraft; equipped with four FJR710 engines, the aircraft completed 97 flight tests from 1985 to 1989. ceramic fi bers that help prevent cracking. See FLIGHT PATH No. 9/10 for more information. JAXA 9 piece of the puzzle is the metal disk. If we can handle technology led the project team down an unconventional partners’ concerns center on whether new features are the disk, we’ll be able to design every element of our fan path. We ended up using the altitude test facility, really feasible in terms of performance and reliability. module. designed for a totally different purpose, as a wind tunnel The best way to put those concerns to rest is to install Nishizawa: Disks are “life-limited parts,” which means that for assessing turbine flutter. That transformed the test the added-value component in an actual engine, run the they have to be replaced after a certain amount of setup into a kind of demonstration facility, giving the setup, and show the partners exactly how things went. service time. The potential for profitable returns is simulations an even higher level of reliability. Technical demonstration results are huge difference- there, obviously, considering that disks will continue — Where is the aFJR project at right now, in makers; if you can’t prove viability with hard, valid to generate revenues through maintenance work after terms of overall progress? data, potential collaborators can get hesitant. The F7-10 users purchase engines. In that sense, disks can help Nishizawa: We’re doing our final demonstrations for engine to be installed at JAXA will be a big asset as a civil expand the scale of the industry. each element. In early 2016, we finished validating engine demonstration platform. Taking advantage of the synergy the foundations for the technologies that we need to Nishizawa: You’re definitely right. We’ve known for a between JAXA and the manufacturing incorporate into the prototypes for demonstration. long time about the difference between having and not sector The stage we’re at right now involves designing each having that kind of engine test bed. Why did the FJR710 — Are materials the central focus of the aFJR prototype, one by one. JAXA’s done reviewing the evolve into the V2500? One of the biggest reasons was effort, then? designs for around 80% of the target components, which that we had Asuka, our own infrastructure, to do the Nishizawa: Yes. In terms of the fan, IHI is handling the CFRP means that we’ve started prototyping those pieces. demonstrations on. If we were going to try to follow in material development, and manufacturers are already The design process for the remaining 20% is going to those footsteps, we needed an F7-10 engine test bed doing work on the fan blade molds. The task for the aFJR wrap up by the end of FY2016. After that, we’ll test the that’d suit today’s technological levels. project team is to find ways of making the designs hollow. validity of the developed prototypes and then go step by — What kinds of outcomes has the aFJR project For the disk, meanwhile, the effort is going to focus on step through the final tests during FY2017. That’ll bring had so far? researching the trade-off between lightweight designs everything together at the end of 2017. We’ll do our final Nishizawa: I think it’s had two big effects. First of all, it’s and lifespan. JAXA’s in charge of getting the component evaluations to determine how the improvements in fan changed the way JAXA tackles research and development. into proper position for manufacturers, who will then add and low-pressure turbine performance can boost the We have usually based our operations around basic or in extra features to get the design ready for the market. fuel efficiency of the complete engine. Right now, we’re fundamental research, but the aFJR project embraces It’s a collaborative arrangement between JAXA and the basically a step away from finishing the project off. a different approach. The end vision—making a jet manufacturing sector, one that can help the product reap — How has the experience been for IHI? engine, installing it, and flying the aircraft—is shaping the benefits of synergy. Our effort is paying attention to Imanari: In a word, great. The project has been such everything we’re doing. It’s a more applied style. Under trends abroad, too. a valuable experience. The tough thing about aircraft the aFJR framework, the demonstration data at the — Besides materials, what are the other key engine development is that you only get one chance ever element level is going to be an integral resource in the technological features of the aFJR project? 20 years or so. Timing is important. You need to make subsequent, manufacturer-led phases. Imanari: When you’re dealing with high bypass ratios everything line up right in the end. Putting all your eggs The other thing we’ve seen come out of the aFJR in this class, you can laminarize the fan flow to boost in one basket isn’t the only approach, though. There’s project is a new approach for projects to take. We’re efficiency. That’s exactly what we’re doing for this always the potential for using the output of the project working with manufacturers and universities through project. We’ve managed to show just how much of in upgrades to the current engines. That’s another thing joint-research arrangements. Whereas previous a positive effect laminarization can have. From my we try to keep in mind. I think we’re almost ready to collaborations have operated along the boundaries of perspective, it’s really important output. pounce on any opportunity to use what we’ve come up individual research areas, with each project focusing Another one of our breakthroughs has to do with with. With long-term research on one side and short- on one specific field, the aFJR project unites a variety of “flutter,” a type of vibration phenomenon that people term applications on the other, we’re hoping to maintain fields together in the pursuit of a single goal: making a normally associate with fans. Theoretically, turbines a dual stance on making the most of our efforts. turbofan engine. JAXA hasn’t really done that type of are also susceptible to flutter. We take steps to make An F7 engine as an engine test bed research and development before—and that makes it a sure flutter doesn’t happen, but the phenomenon gets — JAXA is going to introduce a new engine test big step forward, I think. harder to deal with in lighter designs—the lighter you bed, an F7-10 engine. Imanari: We joined the aFJR project because we wanted go, the more flutter you see. That’s where JAXA’s CFD Nishizawa: The F7-10 engine is the 100% made-in-Japan to bolster our strengths in low-pressure systems. Being proved useful once again, allowing us to identify the turbofan engine that the Acquisition, Technology & part of the project has given us an amazing opportunity optimal countermeasures. The aFJR turbine also uses Logistics Agency developed. It will take demonstrations to create an innovative model with such a diverse CMC, an innovative new material. The only problem with to the next level and help sharpen the competitive edge makeup. We’re taking the technologies that the aFJR using a new material is that there’s no available data on of Japan’s engine component technologies. team has created, the things we’ve developed with other it. With CFD, we had a great solution for making better Imanari: When you work with the major engine organizations besides JAXA, and all the unique research predictions of how flutter would happen. It was amazing manufacturers in the global market, they tend to by different manufacturers and putting everything into how accurate the results were, especially compared to propose joint-development projects if the collaboration the F7-10 engine, validating the results, and making where they used to be. I think we can be pretty proud of can either generate new added value or bring proposals to Western engine manufacturers. It’s a really that progress. We’re definitely on a competitive playing manufacturing costs down. Focusing on cutting costs dynamic process—and if it goes well, I think it’ll give field with Europe and the United States now. doesn’t make for good business, so we’re going to keep JAXA a blueprint for its next project. I hope JAXA keeps Nishizawa: The goal of predicting flutter with simulation pushing the added-value angle. Here, manufacturing the momentum going.

10 High-efficiency, lightweight fan Lightweight, low pressure turbine

Feature Story Related Technology Hollow CFRP fan blade and piece of the puzzle is the metal disk. If we can handle technology led the project team down an unconventional partners’ concerns center on whether new features are Lightweight metal disk the disk, we’ll be able to design every element of our fan path. We ended up using the altitude test facility, really feasible in terms of performance and reliability. module. designed for a totally different purpose, as a wind tunnel The best way to put those concerns to rest is to install Nishizawa: Disks are “life-limited parts,” which means that for assessing turbine flutter. That transformed the test the added-value component in an actual engine, run the they have to be replaced after a certain amount of setup into a kind of demonstration facility, giving the setup, and show the partners exactly how things went. service time. The potential for profitable returns is simulations an even higher level of reliability. Technical demonstration results are huge difference- there, obviously, considering that disks will continue — Where is the aFJR project at right now, in makers; if you can’t prove viability with hard, valid to generate revenues through maintenance work after terms of overall progress? data, potential collaborators can get hesitant. The F7-10 Technologies of users purchase engines. In that sense, disks can help Nishizawa: We’re doing our final demonstrations for engine to be installed at JAXA will be a big asset as a civil expand the scale of the industry. each element. In early 2016, we finished validating engine demonstration platform. Taking advantage of the synergy the foundations for the technologies that we need to Nishizawa: You’re definitely right. We’ve known for a incorporate into the prototypes for demonstration. long time about the difference between having and not the aFJR project between JAXA and the manufacturing sector The stage we’re at right now involves designing each having that kind of engine test bed. Why did the FJR710 Creating lightweight, effi cient engines — Are materials the central focus of the aFJR prototype, one by one. JAXA’s done reviewing the evolve into the V2500? One of the biggest reasons was Lightweight, sound-absorbing liner effort, then? designs for around 80% of the target components, which that we had Asuka, our own infrastructure, to do the Nishizawa: Yes. In terms of the fan, IHI is handling the CFRP means that we’ve started prototyping those pieces. demonstrations on. If we were going to try to follow in material development, and manufacturers are already The design process for the remaining 20% is going to those footsteps, we needed an F7-10 engine test bed The goal of the aFJR project is to develop technologies for a next-generation engine that has higher effi ciency levels and weighs around 10% less than existing doing work on the fan blade molds. The task for the aFJR wrap up by the end of FY2016. After that, we’ll test the that’d suit today’s technological levels. engines. This section introduces four different technological endeavors of the aFJR project: high-efficiency, lightweight fan technology, lightweight disk project team is to find ways of making the designs hollow. validity of the developed prototypes and then go step by — What kinds of outcomes has the aFJR project technology, lightweight, sound-absorbing liner technology, and lightweight, low-pressure turbine technology. For the disk, meanwhile, the effort is going to focus on step through the final tests during FY2017. That’ll bring had so far? researching the trade-off between lightweight designs everything together at the end of 2017. We’ll do our final Nishizawa: I think it’s had two big effects. First of all, it’s and lifespan. JAXA’s in charge of getting the component evaluations to determine how the improvements in fan changed the way JAXA tackles research and development. High-effi ciency, lightweight fan technology into proper position for manufacturers, who will then add and low-pressure turbine performance can boost the We have usually based our operations around basic or in extra features to get the design ready for the market. fuel efficiency of the complete engine. Right now, we’re fundamental research, but the aFJR project embraces Making fans lighter through new To create engines with high-bypass ratios and better lighter—improving overall aerodynamic efficiency It’s a collaborative arrangement between JAXA and the basically a step away from finishing the project off. a different approach. The end vision—making a jet approaches to materials and fuel-effi cient performance, then, manufacturers need is another part of the initiative. With the “3D laminar manufacturing sector, one that can help the product reap — How has the experience been for IHI? engine, installing it, and flying the aircraft—is shaping Structures technologies for reducing engine weight. flow blade design,” says Daisaku Masaki, who leads the benefits of synergy. Our effort is paying attention to Imanari: In a word, great. The project has been such everything we’re doing. It’s a more applied style. Under Recent demands for more fuel-efficient turbofan “We’re trying to make engines lighter by replacing the effort to enhance fan efficiency, “we’re working trends abroad, too. a valuable experience. The tough thing about aircraft the aFJR framework, the demonstration data at the engines in various types of aircraft, including passenger metallic fan blade designs with carbon fi ber reinforced to develop fan blades with better efficiency by — Besides materials, what are the other key engine development is that you only get one chance ever element level is going to be an integral resource in the jets, have led manufacturers to pursue higher-bypass- plastic (CFRP)-based designs,” says Tomo Takeda, who optimizing the configurations of fan blades from an technological features of the aFJR project? 20 years or so. Timing is important. You need to make subsequent, manufacturer-led phases. ratio*1 designs. Increasing the bypass ratio of an leads the effort on lighter fan technologies at JAXA. aerodynamic standpoint.” In concrete terms, the Imanari: When you’re dealing with high bypass ratios everything line up right in the end. Putting all your eggs The other thing we’ve seen come out of the aFJR in this class, you can laminarize the fan flow to boost in one basket isn’t the only approach, though. There’s project is a new approach for projects to take. We’re engine, however, generates larger volumes of air The project involves other goals, too: using a hollow team is working to improve aerodynamic efficiency efficiency. That’s exactly what we’re doing for this always the potential for using the output of the project working with manufacturers and universities through intake—and thus leads to larger fan diameters. When structure for the CFRP fan blade interiors, which makes by creating a configuration that extends the laminar project. We’ve managed to show just how much of in upgrades to the current engines. That’s another thing joint-research arrangements. Whereas previous fans get larger, engines get heavier; and when engines the engine lighter, and designing a structure capable of boundary layer on wider sections of the fan blade a positive effect laminarization can have. From my we try to keep in mind. I think we’re almost ready to collaborations have operated along the boundaries of get heavier, the airframes supporting the engines withstanding bird strikes and other forms of impact. surface. The air in a laminar boundary layer flows in perspective, it’s really important output. pounce on any opportunity to use what we’ve come up individual research areas, with each project focusing follow suit, considering that they need the sufficient “For our impact simulations to estimate impact- a smooth, orderly fashion without turbulent eddy, Another one of our breakthroughs has to do with with. With long-term research on one side and short- on one specific field, the aFJR project unites a variety of rigidity. As a result, the increase in overall weight can resistance performance, we started out by working thereby reducing the resistance drag on the blade “flutter,” a type of vibration phenomenon that people term applications on the other, we’re hoping to maintain fields together in the pursuit of a single goal: making a end up off setting the improvements in fuel effi ciency. with several university partners to build complete surface and improving overall efficiency. While the normally associate with fans. Theoretically, turbines a dual stance on making the most of our efforts. turbofan engine. JAXA hasn’t really done that type of fan blade models,” Takeda explains. “We then used tip of a fan blade also generates shock waves, higher are also susceptible to flutter. We take steps to make research and development before—and that makes it a An F7 engine as an engine test bed computer technologies like JAXA’s supercomputers and bypass ratios help neutralize that problem: A high- sure flutter doesn’t happen, but the phenomenon gets — JAXA is going to introduce a new engine test big step forward, I think. harder to deal with in lighter designs—the lighter you bed, an F7-10 engine. Imanari: We joined the aFJR project because we wanted RIKEN’s ‘K’ supercomputer to do an enormous amount bypass-ratio engine makes fan diameter larger, which go, the more flutter you see. That’s where JAXA’s CFD Nishizawa: The F7-10 engine is the 100% made-in-Japan to bolster our strengths in low-pressure systems. Being of calculations—more than we’ve ever done before.” As makes optimum pressure rate ratio lower and reduces proved useful once again, allowing us to identify the turbofan engine that the Acquisition, Technology & part of the project has given us an amazing opportunity they conducted the many tests and calculations, JAXA the rotating speed of the fan, thereby weakening—or optimal countermeasures. The aFJR turbine also uses Logistics Agency developed. It will take demonstrations to create an innovative model with such a diverse Tomo Takeda researchers drew on the results to modify the structure even eliminating—the shockwaves coming from the CMC, an innovative new material. The only problem with to the next level and help sharpen the competitive edge makeup. We’re taking the technologies that the aFJR Researcher of the hollow portions of the fan blades and making blades and its loss. If the engine fan blade can keep tip aFJR Project Team using a new material is that there’s no available data on of Japan’s engine component technologies. team has created, the things we’ve developed with other important advances toward a lightweight fan blade shockwaves under proper control through a 3D design, it. With CFD, we had a great solution for making better Imanari: When you work with the major engine organizations besides JAXA, and all the unique research design with good impact resistance. the laminar boundary layers on the surfaces of the fan predictions of how flutter would happen. It was amazing manufacturers in the global market, they tend to by different manufacturers and putting everything into blades last longer. JAXA is using the results of the Clean how accurate the results were, especially compared to propose joint-development projects if the collaboration the F7-10 engine, validating the results, and making Rethinking fan blade confi gurations Engine Project, which aimed to create a quiet, low- where they used to be. I think we can be pretty proud of can either generate new added value or bring proposals to Western engine manufacturers. It’s a really from an aerodynamic perspective that progress. We’re definitely on a competitive playing manufacturing costs down. Focusing on cutting costs dynamic process—and if it goes well, I think it’ll give The aFJR project is about more than making fans CO2-emission engine, to create a fan with world-class field with Europe and the United States now. doesn’t make for good business, so we’re going to keep JAXA a blueprint for its next project. I hope JAXA keeps Nishizawa: The goal of predicting flutter with simulation pushing the added-value angle. Here, manufacturing the momentum going.

*1 The ratio of the amount of air bypassing (fl owing outside) the core engine to the amount of air fl owing into the core engine; a larger bypass stream leads to a higher bypass ratio.

10 11 tests on the prototype. The next step came in November Daisaku Masaki 2016, when the team manufactured a full-scale hollow Section Leader CFRP fan blade and used it for preliminary tests to aFJR Project Team investigate impact resistance using a gelatin ball simulating a bird strike. In addition to placing a strain gauge on the fan blade and examining the readings, the researchers also recorded instances of impact with a high-speed camera to observe the resulting changes. In FY2017, JAXA is aiming to conduct final demonstration tests on an improved hollow CFRP fan blade that reflects the findings of the preliminary tests. To evaluate the efficiency enhancements of its 3D A prototype of a hollow CFRP fan blade; laminar flow fan blade designs, JAXA created a roughly the colors and lines are for observational purposes. efficiency performance. 1/3 sub-scale model prototype in FY2016. The tests Establishing new technologies involved installing an airflow-regulating device on the through demonstrations in FY2017 engine test cell and simulating the flow conditions with The lightweight fan blade design is progressing. After less turbulence at the intakes relative to what aircraft a new sub-scale model and proceed with more testing doing numerical simulations, the team built a half- experience during actual flight. Moving forward, JAXA in FY2017 to verify the technology developed under the scale hollow CFRP fan blade and conducted preliminary is planning to incorporate the results of its analyses into aFJR project.

Lightweight disk technology

The fan disk: An important technology and developing a design tool that maintaining the same fatigue life as conventional component that works behind the can accurately estimate the increases in fatigue disks. scenes life resulting from shot peening. By applying the The aFJR project team has been conducting its first A fan disk must firmly support fan blades that estimated increase in the fatigue life, based on the series of fatigue tests on shot-peened sub-scale disks, rotate at high speeds. Therefore, fan disks are “life results of both the shot peening simulation and the simulating engine operation conditions with repeatedly limited parts,” which require replacement before actual testing, to the design process, JAXA could find changing rotational speeds. In the planned second phase reaching the end of the defined fatigue life. The ways of creating smaller, thinner fan disks while of fatigue tests on sub-scale disks, the team is going to larger the fan blade becomes, the larger the load that the fan disk must withstand grows. Herein lies the

demand for technologies to make fan disks lighter Shot-peening particles and tougher. To increase the fatigue life of fan disks,

manufacturers often use “shot-peening” treatment— Strain a metal processing technique that involves impacting Large metallic surfaces with small, hard balls of “shot” at high velocities. By applying a compressive stress to the surface of a metal, the shot-peening treatment effectively delays the initiation and growth of cracks. However, the increases in fatigue life that shot- peening treatment creates do not factor into the designs of fatigue life for conventional disks. Small JAXA has been researching shot peening simulation A shot peening simulation (R) and analysis results (ex.) (L)

12 tests on the prototype. The next step came in November verify the accuracy of the fatigue life predictions of the shot peening simulations. Fan disk Daisaku Masaki 2016, when the team manufactured a full-scale hollow Section Leader CFRP fan blade and used it for preliminary tests to aFJR Project Team investigate impact resistance using a gelatin ball Lightweight, sound-absorbing liner technology simulating a bird strike. In addition to placing a strain gauge on the fan blade and examining the readings, Resin: A lighter alternative to JAXA’s advantages in evaluation partners for the fan rig testing component—an important the researchers also recorded instances of impact with a aluminum technology step that helps identify practical issues to address, including high-speed camera to observe the resulting changes. In The goal of JAXA's research on lightweight, sound- JAXA is currently researching lightweight, sound- sound decay levels, frequency properties, airfl ow eff ects, FY2017, JAXA is aiming to conduct final demonstration absorbing liners technology is to reduce the weight of the absorbing liners in a collaborative study with and structural integrity. tests on an improved hollow CFRP fan blade that liner, which helps decrease engine noise, by making the manufacturers. For this research activity, JAXA is in charge Strength testing verifies whether the resin sound- reflects the findings of the preliminary tests. liner with resin instead of metal (aluminum). According of a variety of evaluation tests on sound-absorbing liner absorbing liner panel prototype is structurally strong enough To evaluate the efficiency enhancements of its 3D A prototype of a hollow CFRP fan blade; to Tatsuya Ishii, “Resin is more than just a lightweight panels. The tests have two basic components: acoustic tests to function effectively under actual usage conditions. laminar flow fan blade designs, JAXA created a roughly the colors and lines are for observational alternative to aluminum; you can also cast resin into and strength tests. Strength testing includes static load testing, which involves purposes. efficiency performance. 1/3 sub-scale model prototype in FY2016. The tests single-piece configurations using molds—and that There are three stages of acoustic testing. The fi rst stage slowly applying load to the component and evaluating Establishing new technologies involved installing an airflow-regulating device on the makes it a more cost-eff ective solution.” is “normal-incidence” sound-absorption testing, which the component’s strength, and impact testing, which through demonstrations in FY2017 engine test cell and simulating the flow conditions with A standard sound-absorbing liner panel consists of involves placing a small piece of a sound-absorbing liner on confi rms that damage resulting from impact (hail, etc.) on The lightweight fan blade design is progressing. After less turbulence at the intakes relative to what aircraft a new sub-scale model and proceed with more testing a perforated surface sheet, a back sheet, and a hollow, one end of a duct, generating sound from the other end, the surface of the panel stays within an acceptable range. doing numerical simulations, the team built a half- experience during actual flight. Moving forward, JAXA in FY2017 to verify the technology developed under the honeycomb-type structure between the two sheets. passing the sound through the duct, and determining how For this portion of the research project, JAXA uses weight- scale hollow CFRP fan blade and conducted preliminary is planning to incorporate the results of its analyses into aFJR project. When sound propagates through the small holes on the well the liner absorbs the sound (the sound-absorption drop testing—an approach that involves dropping weights surface-sheet side, it gradually decays as it passes through rate) at a vertical (normal-incidence) angle. For the next on the sound-absorbing liner panel to see if any breakage the sound-absorbing liner panel (the honeycomb-type stage, researchers place a sound-absorbing panel in a fl ow occurs. The weights and drop distances that the researchers Lightweight disk technology structure). Modifying the aperture ratio on the surface fi eld, propagate sound through the fi eld, and measure the use in their testing procedures are determined by the kinetic sheet and the size of the honeycomb cells alters the corresponding sound-absorption rate. In an actual aircraft energy of the impact. frequencies that the liner can absorb, thus making it engine, the sound-absorbing liner is placed in a position Taking advantage of JAXA's technology and developing a design tool that maintaining the same fatigue life as conventional The fan disk: An important possible to specify target frequencies as needed. that comes into contact with airflow (on the nacelle extensive range of evaluation component that works behind the can accurately estimate the increases in fatigue disks. interior wall, for example); therefore, testing the liners technologies, the research scenes life resulting from shot peening. By applying the The aFJR project team has been conducting its first requires measurements of sound-absorption rates under team continues to drive A fan disk must firmly support fan blades that estimated increase in the fatigue life, based on the series of fatigue tests on shot-peened sub-scale disks, both static conditions (normal-incidence sound-absorption progress in lightweight, sound- rotate at high speeds. Therefore, fan disks are “life results of both the shot peening simulation and the simulating engine operation conditions with repeatedly testing) and grazing flow conditions. JAXA thus tests absorbing liner technologies. limited parts,” which require replacement before actual testing, to the design process, JAXA could find changing rotational speeds. In the planned second phase liners using special a testing apparatus that places sound- reaching the end of the defined fatigue life. The ways of creating smaller, thinner fan disks while of fatigue tests on sub-scale disks, the team is going to absorbing panels inside a long duct with airfl ow running Tatsuya Ishii larger the fan blade becomes, the larger the load that through it. The last stage of the acoustic testing process is Function Manager the fan disk must withstand grows. Herein lies the aFJR Project Team “fan rig testing,” which evaluates the acoustic performance demand for technologies to make fan disks lighter Shot-peening particles of a liner by placing a cylindrical sound-absorbing panels and tougher. To increase the fatigue life of fan disks, Researchers in front of the testing apparatus for evaluating the sound-absorption in a test apparatus to simulate an actual fan setup. JAXA manufacturers often use “shot-peening” treatment— Strain rates of sound-absorbing liner panels in airfl ows uses a fan-testing apparatus from one of its joint-research a metal processing technique that involves impacting Large metallic surfaces with small, hard balls of “shot” at high velocities. By applying a compressive stress to the surface of a metal, the shot-peening treatment Lightweight, low-pressure turbine technology effectively delays the initiation and growth of cracks. However, the increases in fatigue life that shot- How ceramic components make seven stages. Each stage has a great number of rotor engine weight down considerably. Through the aFJR peening treatment creates do not factor into the turbines lighter blades and stator vanes. Considering how many blades project, JAXA is researching the possibilities of replacing designs of fatigue life for conventional disks. A low-pressure turbine, which generates the power and vanes there are in a low-pressure turbine, reducing metallic low-pressure turbine blades and vanes with Small JAXA has been researching shot peening simulation necessary to rotate the fan rotor, generally has about the weight of the blades and vanes brings the overall blades and vanes made of a Ceramic Matrix Composite A shot peening simulation (R) and analysis results (ex.) (L)

12 13 Takashi Yamane Flutter is a phenomenon that causes blades and vanes Function Manager aFJR Project Team to vibrate—the same type of thing that happens when wind blows through the blinds on a window. Increasing levels of flutter can cause damage, which means that manufacturers aim for anti-flutter designs. Because new materials like CMC have different characteristics, it is necessary to identify and predict the flutter A low-pressure turbine margin accurately. In order to evaluate the accuracy of prototype for flutter testing prediction technology, it is also necessary to conduct tests that cause a flutter. “We’ve developed some test pressure turbines do not currently require any cooling, rigs for low pressure turbines and done some flutter the extraordinary heat-resistant attributes of CMCs testing with aerodynamic vibrations,” says Jun’ichi could provide a significant benefit if future advances in (CMC) in hopes of achieving the weight-reduction Kazawa, who is in charge of flutter research. In 2017, engine performance lead to higher temperatures. JAXA is targets: around 30% of the low-pressure turbine weight JAXA is planning to conduct tests on actual-size models currently studying the potential for utilizing CMCs in high- or 9% of the total engine weight. and compare the results with CFD analyses. pressure turbines, which operate at higher temperatures “A CMC is a ceramic material, reinforced by ceramic “Tangling design” is a kind of structural design that and pressure levels than low-pressure turbines do. fibers, that has extremely low density and high heat intentionally breaks low-pressure turbine rotor blades. CMCs continue to draw attention thanks to their resistant characteristics,” Masahiro Hojo explains. Jet engines require fail-safe designs in order to ensure lightweight, heat-resistant properties. In addition to “Engine manufacturers abroad are already getting to that no critical failures occur if the engine components potentially revolutionizing engine turbine technologies, the point where they can equip engines with some CMC break. For instance, the low-pressure turbine disk— CMCs could also find applications in gas turbine power components. It looks like CMCs are going to be playing sharing an axis with the fan—could lose resistance generation systems. Research projects along those bigger and bigger roles in the future.” Nickel alloys are and start rotating at extremely high speeds above lines are already underway. There are two major CMC currently used for low-pressure turbine material. If the designed rotating speed. The disk fragments from material manufacturers—and both are Japanese CMCs were to replace nickel allows, they could cut the the breakage could penetrate through the engine companies, giving Japan a unique asset capable of weight by a quarter to a third relative to the present containment case and shoot out of the engine, exposing giving the country an international competitive edge. weight level—but CMCs come with their own share of the airframe to significant potential damage. Engine If the aFJR project succeeds in establishing CMC design unique challenges. manufacturers thus apply structural designs that can technologies, the results could both transform the Flutter and tangling design eliminate the torque power of the low-pressure turbine aircraft industry and benefit Japanese manufacturing According to Takashi Yamane, “We need to establish in case of shaft breakage by intentionally breaking rotor industry as a whole. technologies for flutter design and tangling design in blades with stator vanes. order to make CMC blades and vanes more reliable.” CMC rotor blades would need to conform to the tangling design methodology, as well. To date, the Jun’ichi Kazawa tangling design methods of breaking CMC rotor blades Associate Senior Researcher aFJR Project Team at the root have emerged through a series of low- pressure turbine tangling simulations and preliminary Masahiro Hōjō tests. The next step is to demonstrate the tangling Associate Senior Researcher design methodology of breaking the high-speed aFJR Project Team rotating CMC rotor blades through contact with stator vanes using a spin tester. Supporting Japanese industry through CMC design technology CMCs can increase the service temperature limit by roughly 100 to 200°C relative to metals. Although the improvement of temperature-related performance lies outside the scope of the aFJR project, since low-

14 People "Navigating activities for the certification of aviation

Takashi Yamane Flutter is a phenomenon that causes blades and vanes Function Manager equipment" aFJR Project Team to vibrate—the same type of thing that happens when wind blows through the blinds on a window. Increasing levels of flutter can cause damage, which means that Takeshi Fujiwara manufacturers aim for anti-flutter designs. Because Associate Senior Researcher Technology Demonstration Research Unit new materials like CMC have different characteristics, it is necessary to identify and predict the flutter A low-pressure turbine Takeshi Fujiwara joined the National Aerospace Laboratory of Japan (NAL) in 1999 margin accurately. In order to evaluate the accuracy of prototype for flutter testing after obtaining a doctorate from the Department of Aeronautics and Astronautics at prediction technology, it is also necessary to conduct the University of Tokyo’s School of Engineering. From 2007 to 2008, Fujiwara was a tests that cause a flutter. “We’ve developed some test pressure turbines do not currently require any cooling, visiting scholar at Stanford University. *1 rigs for low pressure turbines and done some flutter the extraordinary heat-resistant attributes of CMCs Fujiwara stands in front of the GPS experimentation dome testing with aerodynamic vibrations,” says Jun’ichi could provide a significant benefit if future advances in Takeshi Fujiwara is an associate senior researcher who focuses mainly on developing air navigation systems. His current efforts also include Kazawa, who is in charge of flutter research. In 2017, engine performance lead to higher temperatures. JAXA is (CMC) in hopes of achieving the weight-reduction creating certification standards for developed avionics systems. In this story, he talks about what brought him to his current work at JAXA. targets: around 30% of the low-pressure turbine weight JAXA is planning to conduct tests on actual-size models currently studying the potential for utilizing CMCs in high- or 9% of the total engine weight. and compare the results with CFD analyses. pressure turbines, which operate at higher temperatures -Could you tell us a bit about your professional developed inertial navigation system that combines is based on JAXA’s technology. Through developing “A CMC is a ceramic material, reinforced by ceramic “Tangling design” is a kind of structural design that and pressure levels than low-pressure turbines do. background? satellite navigation and inertial navigation technologies. technical standards for the system, I believe we’ll be able intentionally breaks low-pressure turbine rotor blades. CMCs continue to draw attention thanks to their fibers, that has extremely low density and high heat I’ve been interested in astronautics and robotics since The new system actually operates on a software to take a step forward. resistant characteristics,” Masahiro Hojo explains. Jet engines require fail-safe designs in order to ensure lightweight, heat-resistant properties. In addition to I was a little kid because I grew up with the popular TV algorithm that we originally developed for unmanned “Engine manufacturers abroad are already getting to that no critical failures occur if the engine components potentially revolutionizing engine turbine technologies, animation “Gundam,” where characters with robotic suits experimental aircraft. - What are the challenging and rewarding the point where they can equip engines with some CMC break. For instance, the low-pressure turbine disk— CMCs could also find applications in gas turbine power transform into humanoid vehicles. I ended up following The interesting thing about the process, though, is aspects of your research on air navigation systems? components. It looks like CMCs are going to be playing sharing an axis with the fan—could lose resistance generation systems. Research projects along those that passion all the way up to graduate school. As a that there are no set standards for certifying this new One thing about inertial navigation is that you can university student, I learned about satellite dynamics navigation system. Therefore, JAXA is making proposals figure out an aircraft’s position and motion using pieces bigger and bigger roles in the future.” Nickel alloys are and start rotating at extremely high speeds above lines are already underway. There are two major CMC and interplanetary trajectories in the department of to the RTCA to help create the technical standards of indirect information, like acceleration and angular the designed rotating speed. The disk fragments from material manufacturers—and both are Japanese currently used for low-pressure turbine material. If aeronautics and astronautics, and my doctoral thesis was ourselves for the system. That kind of approach, where velocity. I enjoy experimenting with those elements— CMCs were to replace nickel allows, they could cut the the breakage could penetrate through the engine companies, giving Japan a unique asset capable of on satellite motion estimation. Ever since I joined JAXA a product developer helps write the rules governing the and the more you tweak a system, the more accurate the weight by a quarter to a third relative to the present containment case and shoot out of the engine, exposing giving the country an international competitive edge. (which was then the NAL), I’ve been researching aircraft product, is actually fairly common abroad: Companies in results get. The challenges are worth it. weight level—but CMCs come with their own share of the airframe to significant potential damage. Engine If the aFJR project succeeds in establishing CMC design navigation—technologies that help users understand the US and Europe quite often use this approach for their Today’s navigation systems have almost reached full unique challenges. manufacturers thus apply structural designs that can technologies, the results could both transform the the aircraft position and motion. products. In that sense, Japan is gradually working its maturity as standard flight technologies, which makes Occasionally, I took part in various projects. For way up to a position where it can make its voice heard in it hard for new technologies to emerge. As GPS-based eliminate the torque power of the low-pressure turbine aircraft industry and benefit Japanese manufacturing Flutter and tangling design instance, I was involved in the flight demonstration rule-setting negotiations. satellite navigation has showed, however, compelling According to Takashi Yamane, “We need to establish in case of shaft breakage by intentionally breaking rotor industry as a whole. project using a small supersonic experimental airplane Size has a big impact on a company’s influence, new technologies have the potential to revolutionize the technologies for flutter design and tangling design in blades with stator vanes. named NEXST-1*2. I was responsible for analyzing flight however. Considering that most Japanese equipment way the world works. order to make CMC blades and vanes more reliable.” CMC rotor blades would need to conform to the data to help figure out how the experimental aircraft manufacturers are much smaller than their foreign tangling design methodology, as well. To date, the Jun’ichi Kazawa flew. The experiments we did at the Woomera Test counterparts are, it’s hard for them to hold much sway. - What kinds of research do you want to tangling design methods of breaking CMC rotor blades Associate Senior Researcher Range in Australia left a lasting impression on me. It’s JAXA’s job to create appropriate input to support address in the future? aFJR Project Team Another initiative I got involved in was the DREAMS Japanese manufacturers, ensuring further benefits for I’d like to keep working on air navigation systems, at the root have emerged through a series of low- Project*3, which came up with technologies that we’re Japan through being involved in the certification rule- since I have plenty of ideas I want to try for improving pressure turbine tangling simulations and preliminary now working to implement on a society-wide scale. As setting process. performance and usability. I’m also interested in Masahiro Hōjō tests. The next step is to demonstrate the tangling part of that effort hinges on formulating a system of developing a customized navigation system that Associate Senior Researcher design methodology of breaking the high-speed global rules, we’re currently proposing our ideas to the -Negotiation processes must be tough in many provides optimal functionality and takes user needs and aFJR Project Team rotating CMC rotor blades through contact with stator Radio Technical Commission for Aeronautics(RTCA), a ways. environments into accounts. private, not-for-profit association in the United States. I think the toughest part will be software reliability vanes using a spin tester. I’m also assisting with airborne equipment certification assurance operated under the US regulations. One *1 The hemispherical dome is made out of a material that transmits Supporting Japanese industry activities at the Next Generation Aeronautical Innovation of the problems is that the basic principles in the GPS signals, giving researchers an indoor environment where they can conduct experiments without having to care about through CMC design technology Hub Center, as well. regulations sound abstract and vague to us, and there weather conditions. CMCs can increase the service temperature limit by aren’t any clear checklists or other resources that we *2 An unmanned experimental airplane designed and built for roughly 100 to 200°C relative to metals. Although the -What goes into airborne equipment certification? can use to check verification criteria or requirements. flight demonstrations of JAXA’s low-drag airframe design concept; JAXA conducted experiments in 2002 and 2005 as part improvement of temperature-related performance All the equipment that makes up an aircraft needs to US and European companies with long lists of successful obtain certification from various authorities, including certifications often get through the process with of its research on silent supersonic passenger transport. lies outside the scope of the aFJR project, since low- *3 DREAMS (Distributed and Revolutionarily Efficient Air-traffic the Japan Civil Aviation Bureau, the US Federal Aviation ease, but Japanese companies—which still lack the Management system) is a project designed to develop the Administration, and other aviation authorities. At credentials of their peers—often run into road blocks. key technologies for enabling next-generation air traffic JAXA, we’re pushing to secure certification for a newly The new navigation system that we’re working on management systems; see FLIGHT PATH No. 7/8 for details.

14 15 People

“To glean insight from simulation results, you need to understand the fundamentals of combustion phenomena” Yasuhiro Mizobuchi Leader of the Combustion and Turbulence Section Numerical Simulation Research Unit After graduating from the Department of Aeronautics and Astronautics in the Faculty of Engineering at the University of Tokyo in 1989, Mizobuchi went on to obtain his master’s degree from the Department of Aeronautics and Astronautics from the University of Tokyo’s Graduate School of Engineering in March 1992 and his doctorate from the same department in March 1995. In April 1995, Mizobuchi joined the National Aerospace Laboratory (NAL) of Japan’s Science and Technology Agency. Mizobuchi poses with the automotive engine combustion simulation, which draws on aerospace technology-related input

In addition to fostering the younger generation as a section leader, Yasuhiro Mizobuchi constantly works to shed new light on how  ames behave, analyzing the various forms of combustion phenomena that occur in aircraft and rocket engines.

-Could you tell us a bit about your research, engine researcher saw our analyses of rocket-engine A software package with high-precision simulation past and present? combustion and asked whether we’d be able to apply capabilities would not only aid in final product checks When I rst joined the National Aerospace Laboratory our technology—which could produce analyses of the but also enable CAE*2 and simulation technology-driven of Japan (now JAXA) about 20 years ago, most of my high-velocity combustion flows in rocket engines— design. work was on simulating gas combustion. The Laboratory to automotive engines, too. The biggest difference By constantly working to shed new light on how had a big computer capable of generating huge volumes between the engines in cars and the engines in aircraft flames behave, I think we’ll be able to push progress of data, but I learned that technology alone isn’t enough or rockets is that the automotive engine has moving along and move past the conventional simulation- to produce insight: If you don’t have a solid grasp of the pistons and valves. JAXA happened to have a substantial based design process. We’ll eventually make it possible fundamentals at the root of a physical phenomenon, background in that area, having researched potential to create designs that maximize the potential of you won’t be able to obtain new ndings no matter how methods for covering those types of engines. We then combustion fluids. With that ability, I’m confident many calculations you do. Whether or not you can glean got the opportunity to take part in the Innovative we’ll be able to make a di erence in more than just the insight from a set of results depends on whether you Combustion Technology Project for the Cross-ministerial Japanese aircraft industry—the results could impact understand the basic physical principles and know the Strategic Innovation Promotion Program (SIP)*1, which the automotive industry and the rest of the industrial essentials of combustion phenomena. When you look at began in 2014. The project unites multiple organizations, community in Japan. something burning, you might just see a single  ame— including universities and automotive companies. JAXA’s but there are situations where the  ame is actually a mix role is to establish the basic framework for analyzing of di erent components with di erent properties. If you automotive-type engines, and to integrate the individual *1: Led by the government’s Council for Science, Technology and Innovation, the SIP is a national project that aims to lead science, analyze the structure of a jet lifted  ame, for example, sub-models for the various operational processes in technology, and innovation beyond the framework of government you can see that the  ame is a complex of three di erent engines that other universities and organizations have ministries and traditional disciplines. For each of its research and flame elements (see the Figure in the bottom-right built. We call the software we are developing “HINOCA,” development initiatives, the project selects a program director corner). I actually made that discovery based on some naming it after a re god in Japanese mythology. (PD) responsible for guiding the corresponding effort from basic advice from one of my senior colleagues. The key to research to practical application and commercialization. *2: CAE (Computer-Aided Engineering) facilitates preliminary making new, eye-opening findings is having lots of -What do you nd rewarding about your work? examinations for product design, manufacturing, and process people look at the same thing from lots of angles. With Now, as a supervisor, the biggest reward for me design by enabling pre-production computer simulations that diversity of perspectives, you get a better read on is seeing younger researchers in my organization do and analyses that help streamline prototyping, reduce the the di erent sides of the phenomenon you’re studying. good work. One of the most important parts of my experimentation workload, and predict a wide variety of potential These days, my research tends to focus on enhancing job is making sure the junior staff members have an problems. simulation technologies for analyzing combustion environment where they can really thrive. It’s always phenomena in aircraft engines and rocket engines. great to see those efforts pay off. HINOCA is another I do detailed, large-scale numerical simulations initiative that I get a lot out of. All the simulation Floating diusion ame islands on supercomputers and, using that information software currently driving automotive development is Rich turbulent premixed to understand the physical nature of combustion foreign-made. Since the software suites are all black-box ame phenomena, create models from the results. systems, too, there’s no way to modify the code on the Leading-edge ame Using the computational fluid dynamics (CFD) user end. Even if you develop a good model, you can’t A complex of three ame elements technologies that we’ve cultivated in the aerospace install it right away. There’s a big need for Japanese- Diusion ame sector, I’m also developing the core components of made software—and if we create a viable solution, Lean premixed ame Rich premixed ame software that could eventually become a platform users are going to be able to cut down on the numbers Schlieren visualization of A ame Index-based ame structure analysis numerically simulated jet for automotive engine combustion analysis in of experiments they do, minimize test piece-production lifted ame Japan. That project got its start when an automotive costs, and change the automotive design process. The structure of a jet lifted  ame

16 People

“To glean insight from simulation Sky Frontier ydrogen-utilization technologies play critical roles in limiting C emissions. results, you need to understand JAXA’s ongoing eff orts go beyond simply creating aircraft that conform to the coming “hydrogen society”—they also involve research that makes hydrogen the fundamentals of combustion utilization more efficient. This article introduces a comprehensive outlook of JAXA’s hydrogen-related work with Takayuki ojima, Associate Senior phenomena” Researcher from the ext eneration Aeronautical Innovation ub Center. Yasuhiro Mizobuchi Leader of the Combustion and Turbulence Section Numerical Simulation Research Unit Hydrogenutiliation After graduating from the Department of Aeronautics and Astronautics in the Faculty of Engineering at the University of Tokyo in 1989, Mizobuchi went on to obtain his master’s degree from the Department of Aeronautics and Astronautics technologies from the University of Tokyo’s Graduate School of Engineering in March 1992 and his The heat exchanger for the hypersonic pre-cooled turbo jet currently in development at JAXA features heat- transfer tubes with a design that accounts for temperature diff erence-induced deformation. doctorate from the same department in March 1995. In April 1995, Mizobuchi joined the National Aerospace Laboratory (NAL) of Japan’s Science and Technology Agency. Mizobuchi poses with the automotive engine combustion simulation, which draws on aerospace technology-related input

The need for C reductions in the In addition to fostering the younger generation as a section leader, Yasuhiro Mizobuchi constantly works to shed new light on how  ames aviation fi eld behave, analyzing the various forms of combustion phenomena that occur in aircraft and rocket engines. To stop global warming, it is imperative to cut emissions as simple as electrolyzing water, and the substance is a natural of C and other greenhouse gases on a global scale. At the byproduct of the industrial gas-refi ning process. According to nited ations Climate Change Conference (CP), ojima, hydrogen could also be an extremely cost-effective -Could you tell us a bit about your research, engine researcher saw our analyses of rocket-engine A software package with high-precision simulation representatives from around the world negotiated the “Paris solution. “Along with imports from other countries like past and present? combustion and asked whether we’d be able to apply capabilities would not only aid in final product checks Agreement.” Australia, there are plans to use solar-power and wind-power When I rst joined the National Aerospace Laboratory our technology—which could produce analyses of the but also enable CAE*2 and simulation technology-driven of Japan (now JAXA) about 20 years ago, most of my high-velocity combustion flows in rocket engines— design. The transportation field currently accounts for around facilities in Japan to produce hydrogen,” he explains. “Those work was on simulating gas combustion. The Laboratory to automotive engines, too. The biggest difference By constantly working to shed new light on how of the world’s total C emissions, with the aviation kinds of efforts will definitely help make hydrogen more had a big computer capable of generating huge volumes between the engines in cars and the engines in aircraft flames behave, I think we’ll be able to push progress realm representing of that ratio—just or of aff ordable in the future.” of data, but I learned that technology alone isn’t enough or rockets is that the automotive engine has moving along and move past the conventional simulation- the whole. While those transportation-related emissions ydrogen generates about three times as much heat as to produce insight: If you don’t have a solid grasp of the pistons and valves. JAXA happened to have a substantial based design process. We’ll eventually make it possible might now be just a small fraction of the total, eff orts to cut jet fuel per unit of weight, but that heat only amounts to The cryogenic void heater used to control liquid hydrogen fl ow rates fundamentals at the root of a physical phenomenon, background in that area, having researched potential to create designs that maximize the potential of back on C emissions are already in full swing in the non- one-quarter of what jet fuel can produce per unit of volume. you won’t be able to obtain new ndings no matter how methods for covering those types of engines. We then combustion fluids. With that ability, I’m confident aviation transportation arena as manufacturers continue to While it does have extremely lightweight properties, in other many calculations you do. Whether or not you can glean got the opportunity to take part in the Innovative we’ll be able to make a di erence in more than just the develop hybrid vehicles, electric cars, and more. Considering words, hydrogen requires considerable amounts of storage insight from a set of results depends on whether you Combustion Technology Project for the Cross-ministerial Japanese aircraft industry—the results could impact the environment-focused trends in other sectors, the space. Making the most of hydrogen’s weight advantage into far-reaching, dynamic research. 1 understand the basic physical principles and know the Strategic Innovation Promotion Program (SIP)* , which the automotive industry and the rest of the industrial aviation field will likely make up a larger proportion of all means storing the substance in a light, compact, space- JAXAs eff orts in developing hydrogen essentials of combustion phenomena. When you look at began in 2014. The project unites multiple organizations, community in Japan. C emissions in the near future. The International Civil minimizing fashion, which would require composite solutions utiliation technologies something burning, you might just see a single  ame— including universities and automotive companies. JAXA’s Aviation rganization(ICA) has placed rigorous restrictions for lightweight storage tank capable of withstanding high- Another example of JAXA’s research on hydrogen but there are situations where the  ame is actually a mix role is to establish the basic framework for analyzing on C emissions, as well, making the need for research into pressure conditions. application is on a hypersonic pre-cooled turbojet engine, of di erent components with di erent properties. If you automotive-type engines, and to integrate the individual *1: Led by the government’s Council for Science, Technology and Innovation, the SIP is a national project that aims to lead science, C-reducing technologies for the aviation field even more JAXA can apply its wealth of expertise in developing which started in . esigned for use in hypersonic aircraft analyze the structure of a jet lifted  ame, for example, sub-models for the various operational processes in technology, and innovation beyond the framework of government pressing. a viable hydrogen solution; JAXA has been researching capable of fl ying at Mach- speeds, the engine burns hydrogen you can see that the  ame is a complex of three di erent engines that other universities and organizations have ministries and traditional disciplines. For each of its research and composite materials and structures to make lightweight yet for a dual purpose: generating propulsion and cooling (pre- flame elements (see the Figure in the bottom-right built. We call the software we are developing “HINOCA,” development initiatives, the project selects a program director everaging Japans strengths into viable strong aircraft structures, and JAXA also has technologies for cooling) intake air. corner). I actually made that discovery based on some naming it after a re god in Japanese mythology. (PD) responsible for guiding the corresponding effort from basic hydrogenutiliation technologies advice from one of my senior colleagues. The key to research to practical application and commercialization. Fossil fuels like coal and oil are the major sources of C producing and storing hydrogen for use in launch vehicles. In JAXA is also at work on electric propulsion utilizing liquid *2: CAE (Computer-Aided Engineering) facilitates preliminary emissions, and most of today’s aircraft use fossil fuels (jet fuel, addition, JAXA’s efforts now extend to integrating expertise hydrogen. The system uses a superconducting pump to supply making new, eye-opening findings is having lots of -What do you nd rewarding about your work? examinations for product design, manufacturing, and process etc.). Alternative fuels that emit less or no C would make with non-aeronautics technologies, such as superconducting hydrogen from a liquid hydrogen tank to a fuel cell, which people look at the same thing from lots of angles. With Now, as a supervisor, the biggest reward for me design by enabling pre-production computer simulations that diversity of perspectives, you get a better read on is seeing younger researchers in my organization do and analyses that help streamline prototyping, reduce the it possible to bring C emissions down across the board. ne motor technologies for maglev vehicles and fuel cell then generates electricity to rotate a fan and thereby produces the di erent sides of the phenomenon you’re studying. good work. One of the most important parts of my experimentation workload, and predict a wide variety of potential such candidate is hydrogen. Availability and accessibility are technologies for automotive applications. Such efforts will a propulsive force (see the Figure). To develop the system These days, my research tends to focus on enhancing job is making sure the junior staff members have an problems. two of hydrogen’s biggest advantages: Producing hydrogen is definitely help bring Japan’s technological prowess together further, researchers are currently looking into using the electric simulation technologies for analyzing combustion environment where they can really thrive. It’s always propulsion-based aircraft from the Flight demonstration phenomena in aircraft engines and rocket engines. great to see those efforts pay off. HINOCA is another Heat exchanger Fuel cell Propeller of Electric Aircraft Technology for armonized Ecological I do detailed, large-scale numerical simulations initiative that I get a lot out of. All the simulation Floating diusion ame Liquid hydrogen tank islands Revolution (FEATER; see Flight Path o. for details) H2/air Air on supercomputers and, using that information software currently driving automotive development is H2 for experimentation purposes. ther ongoing initiatives Rich turbulent premixed to understand the physical nature of combustion foreign-made. Since the software suites are all black-box DC electricity ame Liquid hydrogen Hydrogenq gas include research into a two-phase fl ow sensor (cryogenic void phenomena, create models from the results. systems, too, there’s no way to modify the code on the Leading-edge ame meter), which would detect the fl ow rates of liquid hydrogen A complex of three Using the computational fluid dynamics (CFD) user end. Even if you develop a good model, you can’t P transported under cryogenic conditions. All of these project ame elements attery technologies that we’ve cultivated in the aerospace install it right away. There’s a big need for Japanese- Diusion ame uperconducting pump for hydrogen application technologies will help create a sector, I’m also developing the core components of made software—and if we create a viable solution, Lean premixed ame otor/inverter Rich premixed ame oid meters Cryogenic liquid level gauge sustainable and recycle-oriented society. software that could eventually become a platform users are going to be able to cut down on the numbers Schlieren visualization of A ame Index-based ame structure analysis numerically simulated jet for automotive engine combustion analysis in of experiments they do, minimize test piece-production lifted ame An overview of the liquid hydrogendriven system for superconducting fuelcell propulsion Japan. That project got its start when an automotive costs, and change the automotive design process. The structure of a jet lifted  ame The system uses a superconducting pump to supply hydrogen from a liquid hydrogen tank to a fuel cell, which then generates electricity to rotate a fan and thereby produces a propulsive force.

16 1 Basic and fundamental technology FaSTAR-Move Analyzing the air ow around moving/deforming objects Researchers have routinely struggled to compute and analyze the complicated air ow generated by the movement and/or deformation of airframe: airflow around the landing gear, aps, and other high-lift devices that are deployed and stored during ight. This article summarizes an interview with Takashi Ishida, a researcher at the Next Generation Aeronautical Innovation Hub Center, who explained JAXA’s ongoing efforts to develop a CFD solver called FaSTAR-Move—an innovative solution to provide high-speed computational analysis on the complicated airflow around moving/deforming objects.

An example of an overset grid used by FaSTAR-Move for analysis

■ Meeting air ow analysis needs grid layers. For the FaSTAR-Move development team, that interconnectedness represents Modern aircraft developers rely heavily on computational fluid dynamics (CFD), the biggest technical obstacle—especially for exchanges with unstructured, irregular which simulates ight characteristics in a computer environment. JAXA has made CFD grids, which make  nding the proper overlap hard to do at high speeds. an important part of its activities, developing HexaGrid—a tool for automatically generating grids at world-class speeds—and a fast uid analysis tool called FaSTAR ■ Targeting a Ver. 1 release by the end of FY2017 (see Flight Path No. 7/8). Hoping to expand the reach of its o erings, JAXA has also FaSTAR-Move is a two-part system consisting of a moving/deforming object provided CFD solutions to numerous organizations, ranging from universities and analysis module, which handles the analysis of airflow around moving/deforming other educational institutions to corporate development divisions. The solutions have objects, and an engine analysis module, which analyzes the cascades of engine fans, not been complete, however: FaSTAR does not offer the CFD resources that actual compressors, turbines, and other components. The moving/deforming object analysis aircraft developers need for analyzing the air ow around moving/deforming objects. module is currently in advance development as the Ver. 1 piece, while the team is Although some commercial software suites overseas do o er that type of support, they planning to start work on the engine analysis module (Ver. 2) in FY2018. Having tend to fall short of user needs due to high price tags, slow analysis speeds, and other commenced development in FY2015, Ver. 1 is scheduled for completion by the end of problems. FY2017. Although the software only supported single solid objects during its  rst year FaSTAR-Move, which JAXA is developing as a FaSTAR extension, aims to provide in development, FY2016 has seen developers perform successful analyses of multiple users with a uid analysis tool that delivers accurate analysis results under moving/ objects. Moving forward, the team is hoping to boost the software’s calculation speeds deforming conditions at FaSTAR’s high speeds. “By utilizing FaSTAR-Move, users would and improve the user interface. JAXA is also at work on HexaGrid’s successor, called be able to conduct analyses on helicopters, tilt-rotor aircraft, tilt-wing aircraft, and “BOXFUN,” which captures object configurations with greater fidelity and enables airframes with moving/deforming parts like morphing wings,” Ishida says. large-scale grid generation of more than 100 million cells. Together, FaSTAR-Move and BOXFUN will o er users a high-performance, user-friendly set of uid analysis tools. ■ Analyzing the air ow around moving/deforming objects via the overset grid method Flow direction CFD involves generating a computational grid by filling the target space with tetrahedral and hexahedral elements (cells) and then performing the corresponding calculations. There are three types of computational grids: a Cartesian grid (where the gridlines cross at right angles), a structured grid (which features a systematic cell arrangement), and an unstructured grid (where the cell arrangement is irregular). Depending on the type and quality (fidelity, etc.) of the grid in use, the accuracy of Structured grid the resulting analysis varies. FaSTAR-Move employs the “overset” grid method, which Flow direction layers together multiple Cartesian, structured, and unstructured grids. When a user wants to analyze helicopter ight, for example, it can be di cult to simulate the ight conditions with a single computational grid. FaSTAR-Move enables the user to create and superimpose separate grids for the rotating blade component and the stationary fuselage, thereby making it easier to conduct the analysis. Given its flexibility, the overset grid method thus offers a powerful solution for analyzing airflow around Overset grid moving/deforming objects. The versatility of the overset approach also pays off in The image illustrates two analyses of a cylindrical form in a given air ow, with the analyses of the vortices that form behind objects in motion—by layering a Cartesian top portion using a structured grid and the bottom portion employing an overset grid over areas where structured and unstructured grids get too rough, users can grid. The elements outside the immediate vicinity of the object (the locations in the dotted lines) are relatively indistinct in the structured grid but clearly visible at a perform high-resolution analyses in a localized fashion (see the Figure below). high resolution in the overset grid, making the overset grid a clearer depiction of the The overset grid method requires an exchange of information between the various air ow (L: Computational grids; R: Mach-number distributions).

1 Basic and fundamental technology Basic and fundamental technology FaSTAR-Move Super-small Analyzing the air ow around moving/deforming objects turbofan engine Researchers have routinely struggled to compute and analyze the complicated air ow generated by the movement and/or deformation of airframe: airflow around the landing gear, aps, and other high-lift devices that are deployed and stored during technology ight. This article summarizes an interview with Takashi Ishida, a researcher at the Next Generation Aeronautical Innovation Hub Center, who explained JAXA’s ongoing efforts to develop a CFD solver called FaSTAR-Move—an innovative solution to Research on jet engines involves tackling numerous challenges, including the provide high-speed computational analysis on the complicated airflow around limited availability of full-scale test facilities for actual engine and the huge costs moving/deforming objects. of the tests themselves. This section profiles JAXA’s super-small turbofan engine, which gives researchers the kind of readily available, low-cost research device An example of an overset grid used by FaSTAR-Move for analysis The NE2013 installed at an JAXA ATF; to monitor fan rotation, a clear-plastic part is applied to the front. that they need.

■ Meeting air ow analysis needs grid layers. For the FaSTAR-Move development team, that interconnectedness represents Modern aircraft developers rely heavily on computational fluid dynamics (CFD), the biggest technical obstacle—especially for exchanges with unstructured, irregular ■ One of the world’s smallest turbo jet engines many prototype models a team can create. which simulates ight characteristics in a computer environment. JAXA has made CFD grids, which make  nding the proper overlap hard to do at high speeds. One of the outcomes of the “Applied Research on Small Turbofan Engines” project, The NE2013 is a scale model of an actual turbofan engine widely in use. Thanks to an important part of its activities, developing HexaGrid—a tool for automatically which began in FY2011, was the “NE2013” small turbofan engine. Built based on the the size of the model, researchers can create prototypes for R&D at minimal costs and generating grids at world-class speeds—and a fast uid analysis tool called FaSTAR ■ Targeting a Ver. 1 release by the end of FY2017 KJ66 turbo jet engine, a common system around the world, the NE2013 is enhanced conduct trial-and-error tests under limited budgets. Even 3D-printed parts can be (see Flight Path No. 7/8). Hoping to expand the reach of its o erings, JAXA has also FaSTAR-Move is a two-part system consisting of a moving/deforming object with JAXA’s unique expertise. In order to create a structure equivalent to those of mounted for testing. Currently, JAXA is carrying out a wide array of testing using the provided CFD solutions to numerous organizations, ranging from universities and analysis module, which handles the analysis of airflow around moving/deforming turbofan engines for passenger aircraft, JAXA applied a biaxial setup for the core NE2013, from evaluations of turbine stator vanes with variable mechanisms to studies other educational institutions to corporate development divisions. The solutions have objects, and an engine analysis module, which analyzes the cascades of engine fans, engine’s main shaft and reworked the compressor, bearings, and other components of engine-control programs. not been complete, however: FaSTAR does not offer the CFD resources that actual compressors, turbines, and other components. The moving/deforming object analysis accordingly. The NE2013 also features new designs for elements like the front fan and aircraft developers need for analyzing the air ow around moving/deforming objects. module is currently in advance development as the Ver. 1 piece, while the team is adds a low-pressure turbine to the system. ■ Capturing the potential of mass-produced super-small engines Although some commercial software suites overseas do o er that type of support, they planning to start work on the engine analysis module (Ver. 2) in FY2018. Having Boasting a maximum thrust of 176.4 N and a bypass ratio of 3, the engine delivers To run the NE2013, JAXA uses its altitude test facility (ATF), where researchers can tend to fall short of user needs due to high price tags, slow analysis speeds, and other commenced development in FY2015, Ver. 1 is scheduled for completion by the end of an impressively compact structure with a fan diameter of 120 mm, length of 487 mm, simulate actual flight environments. Although the ATFs in Japan lack the capacity to problems. FY2017. Although the software only supported single solid objects during its  rst year and weight of around 10 kg. The engine also runs on jet fuel or kerosene, ensuring test full-size engines, the facilities offer more than enough space for the small-scale FaSTAR-Move, which JAXA is developing as a FaSTAR extension, aims to provide in development, FY2016 has seen developers perform successful analyses of multiple users with a uid analysis tool that delivers accurate analysis results under moving/ objects. Moving forward, the team is hoping to boost the software’s calculation speeds optimal usability. NE2013. In parallel to the ongoing testing at its ATF, JAXA is also looking into the deforming conditions at FaSTAR’s high speeds. “By utilizing FaSTAR-Move, users would and improve the user interface. JAXA is also at work on HexaGrid’s successor, called possibility of running the NE2013 in wind tunnels. be able to conduct analyses on helicopters, tilt-rotor aircraft, tilt-wing aircraft, and “BOXFUN,” which captures object configurations with greater fidelity and enables ■ The impetus driving JAXA’s R&D on super-small engines JAXA’s NE2013 boasts a high-TRL* for a research institution, and its technologies airframes with moving/deforming parts like morphing wings,” Ishida says. large-scale grid generation of more than 100 million cells. Together, FaSTAR-Move and By creating a super-small turbofan engine like the NE2013, JAXA is aiming to are already in use in Niigata City’s “NIIGATA SKY PROJECT” for real engine development BOXFUN will o er users a high-performance, user-friendly set of uid analysis tools. bolster its efforts in researching and developing aircraft jet engines. Recent advances (see the column below). JAXA is hoping that initiatives like the NIIGATA SKY PROJECT ■ Analyzing the air ow around moving/deforming objects in computer performance have enabled developers to create models digitally, using will help Japanese companies eventually transition the NE2013 into a viable, mass- via the overset grid method Flow direction computational fluid dynamics (CFD) and other technologies, and simulate combustion, producible product. Mass-producing the NE2013—already much cheaper to CFD involves generating a computational grid by filling the target space with as well. When it comes to building individual parts, however, researchers have to create manufacture than the types of jet engines powering today’s aircraft—would bring tetrahedral and hexahedral elements (cells) and then performing the corresponding and test prototypes under actual operating conditions. Meeting that need is extremely the market price down to several hundred thousand yen. Not only would that low-cost calculations. There are three types of computational grids: a Cartesian grid (where expensive: Tests on actual turbofan engines require individual parts, which often run accessibility benefit Japanese research on aircraft engines, but it would also facilitate the gridlines cross at right angles), a structured grid (which features a systematic cell up considerable costs. Making a single fan blade, for example, can cost up to tens of installations on unmanned aircraft systems and give universities and other institutions arrangement), and an unstructured grid (where the cell arrangement is irregular). millions of yen. Given the cost-intensive nature of the process, there are limits on how an affordable resource for educational applications. Depending on the type and quality (fidelity, etc.) of the grid in use, the accuracy of Structured grid the resulting analysis varies. FaSTAR-Move employs the “overset” grid method, which Fan rotation speed: 30,000 rpm Compressor rotation speed: 126,000 rpm Flow direction Fan pressure ratio: 1.2 Compressor pressure ratio: 2.7 layers together multiple Cartesian, structured, and unstructured grids. When a user Fan outer diameter: 120 mm Compressor outer diameter: 66 mm NIIGATA SKY PROJECT wants to analyze helicopter ight, for example, it can be di cult to simulate the ight conditions with a single computational grid. FaSTAR-Move enables the user to create The NIIGATA SKY PROJECT, part of Niigata City’s efforts to energize the local and superimpose separate grids for the rotating blade component and the stationary community, aims to support aircraft-related industries through industry- fuselage, thereby making it easier to conduct the analysis. Given its flexibility, the academic-government collaboration in the Niigata area. Drawing on local overset grid method thus offers a powerful solution for analyzing airflow around companies’ expertise in mechanical metalworking techniques, the initiative is Overset grid moving/deforming objects. The versatility of the overset approach also pays off in Low-pressure turbine working to develop a quiet, efficient, compact jet engine and an unmanned The image illustrates two analyses of a cylindrical form in a given air ow, with the analyses of the vortices that form behind objects in motion—by layering a Cartesian (outer diameter) aircraft system capable of transporting 100-kg cargo (cargo UAS). top portion using a structured grid and the bottom portion employing an overset : 85 mm grid over areas where structured and unstructured grids get too rough, users can grid. The elements outside the immediate vicinity of the object (the locations in the High pressure turbine dotted lines) are relatively indistinct in the structured grid but clearly visible at a NE2013 structure and specifications (outer diameter): 66 mm perform high-resolution analyses in a localized fashion (see the Figure below). high resolution in the overset grid, making the overset grid a clearer depiction of the The overset grid method requires an exchange of information between the various air ow (L: Computational grids; R: Mach-number distributions). * Technology Readiness Level, an index that represents a technology’s maturity on a scale of 1 to 9.

1 19 JAXA Aeronautics Symposium 2016 “Technological challenges and open innovation”

The JAXA Aeronautical Technology Directorate organized a symposium in October 2016 in Tokyo to introduce its challenges and vision toward future steps. Through keynote presentations and panel discussions, the symposium introduced JAXA Aeronautics’s ongoing R&D efforts, with an emphasis on its open innovation policy that tries to incorporate diverse knowledge and insights from universities, companies, and other players.

Opening remarks by Fumikazu Itoh, Director General of the JAXA Aeronautical Technology Directorate

Challenging high-level research that creates Airlines Co., Ltd. During his address, Kitada introduced issues on also expressed his expectations for JAXA’s ongoing R&D efforts added value, while encouraging timely special weather from an airline’s perspective, such as how wind in innovative technologies while also voicing his hopes for delivery of tangible outputs shear, volcanic eruptions, lightning, airframe icing, and similar continuing collaborative research with JAXA. Ohnuki (from JAXA) On October 13, 2016, JAXA held “JAXA Aeronautics Symposium meteorological phenomena impact flight. Kitada voiced how summarized the panel session by underlining the importance 2016: Technological challenges and open innovation” at Tokyo airline operators and users can benefit from the technological of making collaborative research and development efforts with Big Sight in Tokyo, Japan. challenges tackled by the WEATHER-Eye research initiatives, industry while ensuring the benefits that these collaborations Emphasizing the synergy between technological prowess such as better tools for detecting special weather conditions and can have for the Japanese aviation industry. and collaboration, this year’s symposium profiled JAXA’s efforts safeguarding against icing, which will lead to help increase air In the ensuing question-and-answer session, the presenters to bolster society and industry by tackling ambitious technology safety and operational efficiency. exchanged their views on ideas and issues raised by the initiatives and quickly turning its research into real, practical Shigeo Kimura, a professor in the Department of Mechanical audience. Themes included more demands for aircraft component solutions. Engineering at the Kanagawa Institute of Technology, introduced research, the need for human-resource development, and more. The opening remarks, titled “Looking ahead — visions and the detailed mechanisms of how icing occurs, together with Sakura added his comments on JAXA’s role, saying that it would challenges for JAXA Aeronautics,” were made by Fumikazu Itoh, several research initiatives on anti-icing, de-icing, and icing best help companies if JAXA continued pursuing its research on Director General of the Aeronautical Technology Directorate. detection that the Kanagawa Institute of Technology has been both short-term and long-term themes that companies lack In his remarks, Itoh addressed how JAXA Aeronautics takes collaborating on with JAXA, manufacturers, universities, and the resources to tackle. Through a series of presentations and on technological challenges to better serve industry and European research institutions. discussions at the symposium, it had become even clearer as *1 society. Itoh’s remarks not only covered D-NET, the D-SEND How MRJ development and JAXA can shape to how JAXA and companies could best share their roles and Project,*2and other past achievements but also detailed the future of the aviation industry responsibilities. current research efforts like the FQUROH Project*3 and SafeAvio The third part of the symposium was a panel session *1 Disaster-Relief Aircraft Management System Network; see FLIGHT *4 Project. Itoh also laid out the Aeronautical Technology featuring Kiyoshi Sakura, Deputy Head of the Engineering PATH No. 7/8 for details. Directorate’s R&D management strategy : “promoting research Division at Mitsubishi Aircraft Corporation, and Takeshi Ohnuki, *2 Drop test for Simplified Evaluation of Non-symmetrically and development activities that benefits industry and society,” Program Director of Aeronautical Technology at JAXA. They Distributed sonic boom; see FFLIGHT PATH No. 11/12 for details. *3 Flight Demonstration of QUiet Technology to Reduce nOise from “multi-disciplinary and cross-sectoral collaboration for open spoke about the MRJ project and JAXA’s role for the future of the High-lift Configurations project; see FLIGHT PATH No. 13/14 for innovation,” and “incubating high-level research that creates Japanese aviation industry. details. added value”. After covering the current status of the MRJ development *4 R&D of onboard safety avionics technology to prevent turbulence- induced aircraft accidents project; see FLIGHT PATH No. 13/14 for effort, Sakura introduced research collaborations with JAXA to Stimulating innovation in the aviation sector details. The theme for the second part was “challenges for realizing develop and test technologies from the basic design phase. He *5 See page 6. open innovation in aviation”. Three lecturers presented initiatives centered around the WEATHER-Eye Consortium.*5 The first lecturer was Shigeya Watanabe, Director of the JAXA Next Generation Aeronautical Innovation Hub Center. Watanabe began with an introduction of the Center’s three policies: pursuing initiatives that can benefit industry and society, driving open innovation, and delivering high-impact results. In addition to providing an overview of each ongoing initiative, including those related to WEATHER-Eye, he also touched on JAXA’s new research on component certification technologies— an emerging area where the social needs are pressing and the potential impact is enormous. The next presenter was Yuichi Kitada, Deputy General Manager of the Engineering & Maintenance Division at Japan The panel session included discussions of the MRJ development project

20